JIM WINCHESTER

AIRLIFE'S CLASSIC A1RLINERS

Jim Winchester

Airlife

Copyright _ 2001 Airlife Publishing Ltd

First published in the K in 2002 by Airlife Publi hing Ltd

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is available from the British Library

ISBN I 84(B7 311. 3

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BI,Ll W: The i07-70Q was" one-off aircraft built by Boeing in 1')79 'S 3 private venture with CF1"156Iurbo!';.IIl<. It was later converted back 10 J 3D power. OLh er 707 projects included the double-deck 707-520, stretched 707·620 and 707·820 with up to 279 passengers, designed to camp te with the D -8-61. Although it shared few rea lUI'''', Boeing" Supersonic Transport (SST) project wax designated iJ,.,2707. Th. Au;,. I jml J '"I lire L ih,~ D'

...

iCONTENTSj

1 DESIGN AND DEVELOPMENT 6

2 IN DETAIL 21

3 CUSTOMERS 39

4 MILITARY 707s 53

5 IN SERVICE 64

6 PRODUCTION 79

7 THE 707 TODAY 102

8 ACCIDENTS AND INCIDENTS 111

9 CHRONOLOGY 126

BIBLIOGRAPHY 127

INDEX 128

1 DESIGNAND

D

M

NT

VELO

By the end of the Second World War. the Boeing Aircraft

ompany had established itself as the United tates' premier manufacturer of bomber aircraft. Before the war, the company had been known for its fighters, flying boats and airliners, but the demands of wartime had forced the company to concentrate on its heavy bomber designs, the 13-17 Flying Fortress and B-29 Superfortress, of which over 12,700 and 2,750 were built respectively by 1945. many of them under a 'pool' arrangement with Douglas, Lockheed-Vega and 1 Iartin.

Bo ing had certainly developed the kill I technology and expertise to build large. multi-engined aircraft, but had lost touch with the air lines and 11 eds of the civilian market. Competitors Lockheed and Douglas had designs in production at the end of the war that had been designed as airliners or with easy conversion to CIvil use in mind. The airlines had bought many hundreds of Douglas DC-2s. DC-3s and Lockheed ?-.lodels 10 through 14- before the war. To get a slice of the expected post-war air travel boom. Boeing would have to sell itself as a company to the airlines a much as it sold any new designs - and with a much less experienced sales force.

Thankfully, Boeing had able leadership. William JvL Allen

(1900- 5) was a lawyer who had been appointed to the Boeing board of directors in 1931 and rose to become its Chairman and Chief Executive Officer in September 1945. He took the post reluctantly, not least because the Government cancelled all of Boeing's bomber contracts immediately and his first task was to layoff 87 per cent of the workforce. or 38,000 people. l\ much reduced con tract for sixty B- SO '\J perfortresses, improved variants of the B-29, was soon reinstated however. and was followed by repeat orders that kept the Line open until 1953.

The main hope for the future was the first jet in the company's history - the Model 43() or XB-47 Stratojet bomber. The Stratojet owed much to German research into swept-wing aerodynamics and the design changed from a straight-wing to a swept-wi ng con figuration shortly after the war ended and German knowledge (and personnel) arrived in the U, /\, The B-47 story is outside the scope ofthis narrative, but suffice it to

BELO\\!: The 707 migbr have wound up looking omething' like this, one of the Model '173 design s, which was something of a hybrid between the 367 Stratoceui er and the 8-47 bornberv l n the end, the twin engine pods were abandoned in favour of spaced single pods. fJm.'in~ Util Ai.'1"Opllwe

6

=--f 1 \ I

\ I I I

I, I I

, ' .

Allll"l;,: Before the Dash 80 could be built, the fil of parts, fuel and hydraulic P;P"', control rUI1" and 00111 rol surfaces were tested On a full-scale wooden mock-up built in some secrecy at RCI1Lon in 19.52. [ ore the trial of different strucl u res and access panels on the two pori engine cowls and pylons. ,\,'roplu'l<

say that the development problems experienced and overcome in developing this high-speed bomber with its thin, swept wing and engines in underslung pods proved hugely influen ial on the design f Boeing's first jet airliner,

The Model 377 trarocruiser was the only commercial product on the drawing board in 1945 and Bill Allen went ahead with production of fifty airframes. There were no orders, but it wa the only way to save the company's civil aircraft busines . Although often described as a gamble, much of he development cost of the 377 had already been borne by the 1.\ lodel 367 ;;tratofreighter, which was essentially a transport version of the B-29 with a new pressurised 'double bubble' fuselage. The 36, became the _e)/ transport and later the KC-97 tanker, which was ensured large orders by the need to refuel the growing Sect of Strategic Air Command (SAC) B- 50 bombers. The B-50 and the Stratocruiser were built at and fully occupied Seattle Plant 2, so a part of the wartime pi nt at Renton was reopened for C-97 production. This plant would later see the production of over a thousand 707s and 800 C-135s. Bomber development was based at \N'ichita, Kansas, with the company's hopes for future 'AC orders riding on the XB--rr Stratoj t. If the XB-47 represented the future, with its swept wing and podded jet engines, the 377 was an extremely conservative basis for an airliner. being based to a large degree on technology it decade or more old.

Boeing only built fifty-six Model 3775, of whicb Pall Am bought twenty-five, and the compan made a loss oft, million on the much-loved but uneconomic 'Strat', The Californian companies Douglas, with its long line of successful airliners from the DC-3 onwards and a reputation for listening to what airlines wanted. and Lockheed, which had developed its Constellation on the back of government contracts, were the undisputed leaders in commercial aircraft in the immediate post-war years.

AUllVE: The thin wing nf rhe 707 was designed (0 Hex like tbur of the B-47.

somes hing that airline passengers rook a long lime 10 geL used to. Structural testing or the Dash 80 saw the wing flexed up 10 33 per cent "r ;1' design load (failure pllll1l) with 11 deflection or 49 ;0 (124 em). ACTop/anE

By the time the 367-80 came along, total Boeing airliner production amounted to under 150 . modern' (rnulti-engined and all-metal) aircraft of which over half had been Model 247

o 1933 vintage.

With the feasibi li ty of the large jet proved by the B-47, and turboprops tested on a version of the C-CJ7, Boeing's thoughts

BI~LO"': As well as uatic rig tests as SC'n here. a full water lank lest was made uf a 707 Iuselage. Boeing's engin ~ 'TS were avoiding the mistake, of the C0I11.(,:l, which was not as rigorously tested, with clisasrrous consequences. Sab(;'ntl Hll' \cTOpltUIt'

7

BOEING 7071720

.\nOVE: The .1h7-80 "'8' wiled uUI on IS j\ la} 195+ in fron! of thousands of invited gue~lJ, and the world's media. Rarely has so ruuch ranfare been accorded the debut of an aircrafi which wns little more than an engineering l e stbed, The fir" orders (for KC-135sl were still three months in the [uturc. B<>t!ml1

turned towards a new transport for civil and military usc. By 19_)[) the piston engine had reached the peak of its development. hut Boeing and other manufacturers were at first reluctant to embrace jet propulsion,

Over 150 configurations were studied-before the 707 layout as we know it emerged. ::\tudies included designs based 00 the Model 367 StratofreJghtcr!377 Stratoliner and the l'vlodcl 473. which owed much to the B·47, featuring a high-mounted 'wept wi ng. Versions of 1 he 1 atter incl uded the tw in-engi ned 473 -11 and the six-engined 473-25 and +73-60, which had similarities to the B·52 design such as twin-podded engines and bicycle main landing-gear. The twin-engined 473-47 was very different, resemhling the later /37 but with an PI-degree swept wing and ,'tralocrlliser-like cockpit glazing,

The more conservative Medel 367 line of development included the 3117-(10 design of 1 llSO, which was a T<H

turboprop-powered version of the Stratocru iser / freighter. It had 'gull' wings to keep the large propellers clear of the ground and the undercarriage legs short.

Other studies based n th 'Strar' included the J )/-6-1

~ (1951) and the 367-71 (1952) which were basically jet Stratocr1.IISerS with engines in twin pods like those on the B-47 and wings and tail surfaces with 25 degrees of sweepback. This was more conservative than the 35-degree sweep on the B--+7 wing but was seen as a safer choice for a transport.

Much wind-tunnel time was expended on six wing designs until a vel'. ion of the 25-degree configuration was chosen with all area of 2,500 sq ft (232 sq m): The wing structure was much more rigid, with upsweep or dihedral ~ hen at rest rather than the pronounced anhedral of the B-47, Married to a modified Model 367 fuselage with a new nose and a low-mounted wing. this configuration em rged in late 1 CJS 1. under the designation .167-80.

DRAWING BOARD

The -80 wing was thicker than the -64 wing. which had b en pared to the bone to meet the Mach requirement with the bulbous Stratocruiser fuselage, restricting the fuel capaci ty and

8

DESIGN AND DEVELOPMENT

adding to manufacturing difficulties, but it had the same basic pJanform. The most critical difference was the new sweepback of 3::; degrees, the same as the B--I-7, This reduced the wingspan by HI ft (3 01), but retained the same 2,500 sq ft (232 sq m)

area,

On 1 K 1'.1ay 1951, Bill Allen gave the go-ahead for the CODstruction 0 f a jet prototype to demonstrate the feasibi Ii ty of a jet airliner to the sceptical U~ airlines, a jet tanker to SAC and a jet freighter/troop transport for the}.! ilitary Air Transport Service l_MATS).

While it was not a secret that Boeing was working on a jet transport, the company felt no need to broadcast that this was an entirely new design and kept up the pretence that it was no more than a development of the Model .167 Stratofreighter Thus the prototype was referred to as the 367-80 in documents and as the Dash KO by the engineers and pilots. Boei_ng drawings and documents of the 195~--4 period also refer to the design as the Model 707 (the 500 and 600 series of numbers being allocated to products other than aircraft).

Detailed .design of the 707 was of course a team effort, conducted by hundreds and thousands of people and would be worthy of a book in itself. The overall project leader was Ed

Almn:, G"~'l of honour at (he roll-out was n·}'~ar""ld William Boeing, who watched his; wife Bertha break the traditionnl bolt Ie. uf champagne eve r the nose and pronounce the 367·S[) il he airplane of !OB101:,f"O":" • he Boeing JC.l S[ ra to!i ncr- nnd Jet u-motan ker', Th..:- JJ<l~h SO itself \\'.a~ far from being ci! he:r an a irfiner or a tanker. Rml'm..u 'Jltl.'\nvpld,rl

Wells, who led every large Boeing design effort from the a-Ii to the 747. The aerodynamic design was the responsibility of a team led by the brilliant but demanding German engineer George Schairer, guru of the swept wing, He was the mentor and taskmaster of engineer and brilliant draftsman Jack Steiner, who tu rned theories into plans for the structural engineers, led by Maynard Pennell. an ex-Douglas man who became the main proponent within Boeing of a jet airliner, to turn into blueprin tS,an d then into metal. The a11- important cabin desi gil (including the doors and seating arrangement) was the responsi bili ty of for mer systems en gi neer l'vf i It Heine man n. Hew ise.l y hired consultant designer Frank Del Giudice or the firm Walter Dorwin Teague to design the look of the interior and thus invent the modern airliner as most of us experience it today.

The Dash 80's engines were 10,UOO Ib static thrust (st) (44.4kN) Pratt & Whitney JT3 twin-spool turbojets. the civil version of the J 57 as used on the B- 52. /\ It hough airli neg were

9

BOEING 707/720

AOOI'E; The flighL rest personnel For the early rests were (Idt to right) p[lOLS Richard" 'Dix' Loesch, ..... lvin 'Tex' [ohnsrcr, andengineer L.A. '6"'1' Binq;("r. They are seen here al Boeing Field on their way 10 a post-flight conference, NCl~ how the Dash 80', forward rreighl, door doubled as a crew door. H"",,,~ "111 \",,,pl"I!<'

sceptical of jet engine reliabil i ty, Boeing knew that the J 57 would be thoroughly proven (at government expense) on the B- 52 by the time any civil airliner took off under their power.

Pylon-mounted engines were chosen for the 707 for several reasons. They are less susceptible to damage caused by failure of their neighbour than are engines buried In the wings, and they do not have unwanted shock-wave effects as do engines attached directly to the wing underside. If spaced carefully on the wing. the engines distribute the load evenly, reduce wing bending and allow a lighter structure. Wing flexibility was a critical issue - in certain conditions, the ailerons on a sweptback and upwards-flexing wing will move the wing rather than the airflow, and reverse their effect, rolling the aircraft in the opposite direction to that commanded. Aileron reversal was a major problem with the thin high-speed wing of the B-4 7.

WIDTH

Cabin width was the: last major question to be resolved in the 707 design. Boeing hoped to utilise as much tooling as possible from the KC-US, but the US Air Force (USAF) insisted that the- company recompense the Govern men t for aJl costs that could he considered a subsidy for a commercial product. The U~AF insisted that the KC-l.35 fuselage take standard pallets, which required it to be: made I) in (20 ern) Wider than the Dash 80, which at 1-12 in (3.35 m) was the same as the Stratocruiser. The depth of the fuselage was aha increased 2 in (5 em) to 111-+ in (-+.1 7 Ill) on the KC -13 5. Prod uction plans wen t ahead on this basis until more details of the DC-8 emerged. The major airlines knew the plusses and minuses of the Douglas and Boeing cabins, and United even built partial mock-ups that showed graphically how much more volume the extra J-in (7.5 em) width and the lower floor gave to the DC-B., Douglas won United's first jet order, largely Oil this basis,

Pan American made the launch order for twenty 707- 110:; on 13 October 1956. Juan Trippe of Pan Am would never let another US airline be the first to operate a jet fleet, but at the same time he ordered twenty-five DC-8s that would not be

10

DESIGN AND DEVELOPMENT

availabl for at last ano her six months. Trippe made it clear to Boeing that he ordered the 7075 mainly for their earlier delivery date and regarded them as interim equipment that he would replace as soon a he had his DC-8s. Pan Am' preference was influenced by the DC-8's bigger wing (and thus longer range), higher gross weight and, most importantly. bigger cabin.

When BLlJ Allen saw how the DC-8's 147-in (3.73 m) cabin made the 707 look clau tropbobic by comparison, and faced a meeting with C.R. Smith of American Airlines, he made a difficull but fateful decision - to widen the fuselage another 4 III (10 em) and lower the floor This did the trick, and American ordered thirty 707s on 8 November 1955. Pan Am accepted the change, which brought the width to 14 in (3.76 m), for their ordered jets. These were the final dimensions, which were to remain unchanged through 1.010 707s to follow, as well as 1,831 7.2is and over -+.100 B7s to date, all of which have the same cross-section. In contrast, Douglas sold a total of 556 DC-8s. It could be argued that they lost th American Airlines order and eventually the lead in airliner development by an inch.

Allon;: The Dash 80 made several record f1ighls, notably Seaule-Washington in th r' ee hours, lorty-eigh; minutes on 16 October 1955 III an average speed of 595 mph (957 kph). Tcx Joru'Ston was I he pilot thut day and is SC""' here. 0" a later-

(1J March 1957) record f1i.::h1 [rom Baltimore to Sean!" autographing" brochure for Pan m siewardcs Olga Pcdkrivecky. Hth.'rn,g vill \t:rupl,Ht&:

Programmes to refine the characteristics of the civil and military versions began at Boeing in April 1952. Construction of the actual prototype began in October. The previous month Bill Allen had publicly announced that a jet transport programme was underway and began to release information to the airlines. To have done so earlier would have given too much away to Boeing's competitors.

A wooden mock-up of the 707 cabin was secretly constructed in a warehouse in New York and a stream of airline executives and such luminaries as Charles Lindbergh (an advi - e.r to TWA) were led through it. Not at all typical for Boeing, a few Hollywood-style gimmicks were added, such as recordings of engine noise and cabin announcements, to give an impression of jet flight. In Seattle a mostly wooden engineering mock-up was constructed to test the routeing of Fuel, electrical and hydraulic systems. and control surface function.

1 1

BOEING 707/720

The pilot chosen to lead til. most important test programme in Boeing's history was lvin M, Johnston, Known universally as "Tex'. more for his cowboy boots and manner than his origin (he was born in Kansas), Johnston began his test Flying career in 1 9-r-2 with Bell in New York on the P-39 Airacobra fighter. Moving on to the XP-63 King Cobra and he swept-wing L-39 testbed vanant and then to America's first jet, the. P -:ill Airacomet. Johnston also worked on the X: -] re earch aircraft and on Bell's helicopter projects before joining B emg in 1949. 80011 he was senior experimental test pilot on the troubled XB--l-7 Stratojet bomber at Wichita and in no small measure helped save that project, which was eventually to result in production of over 2.000 aircraft. In mid-1950 Johnston gave Bill Nlen his first jet flight, in a B-.J-7, At this time Allen was at the centre of the argument as to whether the next Boeing would be a jet, a turboprop or piston-engined. Although it is not known how much ."!len's flight influenced him, it was not long before the marketing men were sent out to discreetly test the waters among the big airlines for a jet transport, and propellers were never seriously consid fed again.

Johnston soon became projec pi lo t on the YB-S2 'tratofortre s. On 15 April 1952 he piloted the first prototype of that intercontinental bomber on its three-hour maiden Right and led it through the test programme, which ensured the adoption into service of one of the most famous and longestlived military aircraft of all time.

Despi te the fanfare of the Dash 80 rollout on 15 May 1954.

Being did not have any orders for the 707 or anything Like it.

Buol'.: B)' AUR"lIst 1~5~.lhe Da,I1 so was being u .ed for refuelling trials wuh a 'l'Iying boom', pari "I' which is just visible here above the tullplane. The Dash 80 WD..S actually [J1 tanker conliguri.uion \\ hell Te: x johnson mlled it over Lake Washington. Iprnpl<,.,"

HOVE: "The Oa.."h 80 test programme was nor without its incidents, including- lWO partial undercar-riage collapses in t he first 010111 hs. 1-11 scene here is a Iat or one, clu-ing Icslmg, for (he "cloy large aircraft progranlnlC. Here the fixed e.ghtcen. wheel undercarriage h as s tuck i" the surface or Har-per Dry Lake, California. """"'piuno

The company's future was riding on its success, The insurance policy on the prototype was the largest aviation policy taken out to that time, with a value of$1 S rnilhon. Unusually, it stipulated that. at least for the initial (lights. only one pilot - Tex Johnston - was allowed to fly it.

Outwardly similar to the 707s that were to follow, the Dash 80 was in fact very different. It wa shorter, lower and lighter and had a narrower eros - ection and smaller wingspan than any 707. Most notable was its striking yellow and chocolate brown colour scheme,

Even a casual observer would bave noted the lack of cabin

..

12

~~ __ ~ ~~~~~~~~-i';D~ES~I;G;N;A;ND;.;D~EV~'E~l~O~PM;·~ENT;·~it-----------------------------

windows (only eight oval and two rectangular windows on the starboard side and four ovals 0[1 the p011 side), and the large freight doors [ore and aft of the wing. Despite its civil colour scheme, the Dash 80 was much more of a military transport than an airliner.

By this time the pretence that this was a development of the .167 had been dropped, and Boeing was referring to the '707 Jet Prototype' in all publicity. Registered N70700, the Dash 80 soon gained 'Boeing 707' titles on the vertical fin. To bring it to this point had required 432,000 direct design - en gineering man-hours The 707-120 was to require a further 7/2,000, demonstrating how far from being a commercial airliner the 367-80 actually was.

Bill A II en was asked by a reporter shortly before the 367-XO's first Right why a company in Boeing's position should 'take such a gamble with 1 S million of its own dollars'. His reply mixed patriotism with a sense of adventure that did not really suit the conservative-minded lawyer; 'We felt strongly that it was high time some American manufacturer took the plunge, got a jet transport off of paper and into the air. We felt our national welfare demanded it, both from the military and the commercial standpoint.'

The Dash 80 was, however. less of a risk than is often suggested. Douglas had already launched the DC-8 by the time the go-ahead for the Dash 81) was given (although they waited for orders before building a prototype) and Britain, France and the Soviet Union. were developing jet transports. Even Canada had built a jet prototype, although it was not put into production. Boeing also knew that the £-52 bombers it was beginning to

Auovu: Over ihe course of the 7071~ development 4 the \\Iin~ underwent m·;:m_) changes. One of the first modification, was In add" leading·edge Hap inhonrcl "f the: outer engines as seen here on N7Q8PA. rhe firS! product ion 707. Seen during testing' in ",id·1958. IJ"""I.!! via 1/,. \,.,auon j>ietm" J~lm")'

build in great numbers would need jet tankers and that orders for a military Dash 80, if not a civil airliner, were all but a certainty. In fact, as it turned out, the decision to build a prototype made military orders a certainty. The USAf announced its jet tanker competition one month before the Dash so rolled out, and sel ected Lockheed's L-193 design (with aft- rnou nted engines) as the winner of the 'paper' contest in March llJ55. Meanwhile SAC Commander General CU11is Lelvlay had Rown the Dash 80 and been sold on it by Boeing's Vice President Wellwood Beall. He knew that a tanker from Lockheed, the likely competition winner, would be years away and effectively said, 'Mean while, build me some of these.' The USAF ordered twenty-nine 'interim' KC-1J5s on 3 August 1954, soon followed by another eighty-eight. Lockheed's design was never built, mainly because the logistics of having two tanke.r platforms in service was deemed too costly.

The first flight of the 367·80 was delayed by a weakness in the main landing gear. During a braking test on 2] May, the port main-gear attachment failed and the Dash 80's ::-.10. 1 engine nacelle and left wingtip struck the ground. Damage was relatively slight, but the test programme was delayed while repairs were carried out. Allbough the failure was caused by a metallurgical failure, modifications were made to the landing gear to counter excessive structural loads under braking.

13

BOEJNG 707/720

AUDI'I': As pari of J96.'1 rests into supersonic and very large tnUl'Port.>. the Dash SO mounted a long instrumented nose probe. AI this time the wings Were modified with a full set ofblown leading-edge nap" and a tailplanc with an inverted leading edge. Bmri.rlg l.tid Oa~ Atfl,.ttion Picture Lihnu)'

Finally, at 2:1-1- p.m, on 15 july 1954, the 367-80 made its first Hight from Renton. In the left seat was Tex Johnston and the co-pilot was Richards L 'Dix Loesch. Because there were no escape hatch s. the crew was kep to a minimum and there was no Right engineer. The first flight. watch d by thousands of workers and locals and escorted by an F -86 chase plane. was notable only [or its lack of drama. After two hours, twenty-four minutes of high- and low-speed handling tests, the Dash 8Jr landed at Boeing Field to a hearty welcome from Bill Allen, Ed \,vells, George 'chairer and others who had brought Boeing's gamble to life.

The test programme soon settled into a familiar routine, but on 5 August 1954, disaster nearly struck. Johnston carried out some high-speed taxi runs with hard lJl'aking before conducting a short flight. On landing. the brakes failed completely. The only way to stop the stampeding jet was to cut the engines and steer it onto the grass - and it nearly worked. Unfortunately a hidden pit of concrete pieces brought th Da h 80 to an abrupt hal just as it was slowing to a safe speed and the nose gear collapsed. There was little other damage, but the event, attributed to foaming of overheated hydraulic fluid, was an embarrassment to Boeing, and the Dash 80 was out of the air until 20 September.

I[ the Dash SO is known for on thing, it is that Tex Johnston rolled it in public. The annual Seattle Sea Fair is a

....

celebration of the city's maritime heritage and has for many years featured hydroplane or powerboat racing on Lake Washington, Between the races there are usually air how acts and flybys of Boeing's latest models. At the 1955 event. Johnston had received permission for a low-level. high-speed flypast, but to the amazement of the crowd and the chagrin of Bill Allen and other Boeing executives who were watching from the rp enclosure alongside representatives of the major US airlines, the Dash SO approached at -+00 ft (120 rn), pulled up its nose and completed a gentle barrel roll overhead. The engineer took a photo of the starboard wing with its engines pointing upwards over the Seattle suburbs, but no photos or Elm from the ground seem to have survived Then Johnston made a pass in the opposite direction and rolled the Dash SO again. f course, there was little risk to Boeing's precious prototype- the airframe never exceeded 1 g and Johnston bad tested the manoeuvre twice at high altitude. Nevertheless, Allen was furious that his potential customers might think the new Boeing was being tested and developed by 'cowboys' and never really forgave Johnston, although the pilot was not punished in any way for his spectacular display,

I is often said that nobody ha .. ince rolled a jet airliner (or at least not delib ratel or under full control). It is possible, however that the loss of a Lufthansa 720 (D-ABOP) on a training Bight j 11 July 1 964 was the result of the pi I ot in command 'proving it could be done' to his companions. One roll was accomplished successfully, but on a second attempt, the aircraft lost control when inverted, broke up and crashed near Nuremberg, killing the three crew on board.

14

DESIGN AND DEVELOPMENT

Publicly, Tex Johnston praised the performance of the Dash

80. Without going into specifics, he said that 'this airplane [was] not likely to be outperformed by anything this side of the supersonic era'. ill his official Right test report to Boeing. however, he criticised the stabi Ii ty as . marginal" in some flight regimes. Unfortunately, this finding was somewhat forgotten in the aftermath of the undercarriage collapse incident, and no corrective modifications were made until after several early 707 accidents.

Flight testing showed that the Dasb 80 could take off too soon at too high an angle of attack, resulting in an over-rotation and a much-increased take-off run, A small leading-edge flap cured this problem and was introduced into the early 707 production line. Fixed and moveable naps were tested on the Dash 80 and a sudden application of the latter was found to convert a take-off roll to a climb of 700-800 f1 (213-24-1- m) per minute without application of elevator or trailing edge flaps.

Another incident in which the skill and experience of Tex Johnston saved the day occurred on. a Hight in J u I y 1955 when overheated brakes caused a fiT€: in the main wheel wells of the 367-80. The_F-86 chase aircraft pilot reported flames coming from the wheel doors and Johnson lowered the landing gear and dived the aircraft, blowing out the fire.

AOOVI;;: One or the many tests pe rforrncd by the Dash SO was 10 evaluate ihe rear mounting of the jT8D engine [or the 727. The exhaust or the fif. h engine was

di ..... creel over the tail plane by 8 duct pipe. N7070Q'~ colou r scheme, particularly the win gs. (00 k a ba LIe, in g Iro m th e last airf oils, ex pe rirnen tal coo lro I SU rf aces n n d engineers' boots. n. :'!"iatiQPl riel"," UbI"",,)'

The model number 707 came about in a roundabout fashion. The 367 - 80 desig nation was. of course, a fron t to di sguise the new Jet as a version of an older design, and the -100, 500 and 600 model numbers had already been used for missiles and other products, leaving the 700s as the next available sequence. The number seven had been associated with earlier important Bceings such as the 247, 377 and even B -17, and . seven -ohseven' had a certain nng to it. From hereafter, Boeing was to use the same basic formula for all subsequent transport - "j 17 (thrice), 727, 737. 747, 757, 767 and Ti7. Unbuilt projects include the 7J7 (a collaboration with Japan) and the 2707 SST The future 'Sonic Cruiser' mayor may not become the 787 when it appears in the late 2000s. Boeing's 'seven' series jetliners are among the most recognised brands in the world.

Most of the Dash 80's flights were less than two hours long and the aircraft never travelled out of North American airspace. In 1955 a total of 222 fligh ts were made for a total of 2: 611.5

15

BOEING 7071720

AlIl)\'E: A rare image ofthe Dash 80 and a 707 l"gelher. I" this case it is the first production 707 and the 1\\'0 ail'emfl were engaged at the time On sound-suppressor trials. Four year and nlany thousands of hours or cngincermg development separated the two, which hall few common parts. a,c.."';,lg 1·itJ r'll .. h'ldtiDPl PjdUf~ L,hrary

flight hours, and the following year there wer 237 Hights and lX-I burs in the air. The final tally-when it was retired from test duties in 1971l was 1.691 sorties and 2.3-19.75 hours. By way of comparison, over 70,000 hours was not uncommon for a 19O5 707 still in service in 1998, 2,500-3,500 hours per year being the norm, with the highest usage coming in the early years of service.

The first production 707 was rolled out at Renton on 18 October 1957 and assigned the registration N70SPA on 17 December. Three days later it made its first [light, with Tex Johnston at the controls. The flight was only seven minutes I ng and concluded at Boeing Field, where the first U!') domestic jet airmail letter was handed to Bill Allen. Later in the

day toe test programme began in earnest with a seventy-minute flight.

The test programme for the 707 included many te ts, one of which was. applying the thrust-reversers and airbrakes in flight. The results were not as drastic as expected but nevertheless had to be used with caution; application of airbrakes in approach configuration gave a rate of descent of 12.000 ft (3,650 m) per minute and reverse thrust gave a rate two to three times that figure.

707-300

lthough the 707-120 could operate transatlantic sectors, his usually required stops at Gander eastbound and Keflavik on the return. The DC-S, with its bigger wing, was not so hampered and threatened to take the sales lead. The only solution, decided on before the 707-100 had even flown, was to develop a longer wing with greater area. The changes in the wing as redesigned by W.T. Hamilton were much greater than that

16

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Aaove The first JT3D-engined 707 was destined for Qantas as VH-EBH. but Will first tested in promotional 707 turbofan colour with the registration N93134. It Wall later converted 10 VII' configuration and is currently owned by Omni International. Although usually parked in Arizona, it is said stlll to be used for the occasional VIP charter. B"''''I; t'ld rl .. Avialion Picltm Librar)'

BELO\\ AND RlGHT: All part of tests for the very large aircraft (later C-S) programme, a double-wheel undercarriage was installed on the Dash 80 and man}' lake-olTs and landings were made on Ine Harper Dry Lake, California iu 1959. The ternporary landing' gear was not retractable. Bcc!ll~ um theAvwtmrl PiCt1H(, Llbrar.v

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AooVE: Another modification to the Dash SO.aw rhc addition or a large radome for the Bendix AN/Al'vlQ.15 weather rcconnai ss ance radar. xtra equipment

collected h_igb-ahj,ude atmospheric data and rnonitcrcd drop and rocket sonde weather probes. 'This nose appC~1 rs to have- come and gone withir, 1959. IJDeing Ul'tJ Aeroplan,

suggests, and the design was subtly refined in almost every way. The only changes obvious even to an alert eye, however, were a revised wing/fuselage junction at the trailing edge. altered wingtips and greater forward protrusion of the engines. T~ ~ result, however was that the 707 outperformed the DC-8 by a small but economically important margin and Boeing n ver looked back. More 707-300s were sold than all DC-8 models combined. The 'Intercontinental' 707 was longer, with a tourist-class capacity of 1 9 passengers, and could 'cross the pond' with ease. The fir t -300 tle; only nine months after the first -100, and again Pan Am was the launch customer.

BOEING 720

What became the Boeing 720 began as a design for a shortrange derivative of the 707 designated the 707-020. By 1957, this had evolved into the 71. 7. a designation shared with the military K/C-135 family, The two types had little ill common, however, with different fu elage diameters. different wings and vel"y different structural design. Understandably, the },lodel 717 designation was quickly dispensed with in favour of the 'rounder' number 720, but of course was revived after

the merger with Mc ann eli Douglas in 1997 and applied to the MD95 (nee the Douglas DC-9). Some airlines called their 710s 707 -020s if they preferred to for marketing reasons.

The main change to the 720 over the 707 was again the wing, which was fitted with a 'glove' or leading-edge extension between the fuselage and the inboard engines. This reduced the wing's thickness-to-chord ratio. which increas d the cruising speed by Mach 0.02. The inboard leading-edge slats were mo~ed to the outboard wings. Passenger capacity was 165 in all-tourist con figuration. The 720 first flew and entered service in 1960 and although produced until ]967, it was camp ting with Boeing's own Model 727 by 1964 and sales were relatively modest, with 154 sold.

The foreign certification process for any airliner required Federal Aviation Authority (FAA) certification plus compliance wi h any special conditions laid down by the importing country. For example, the [('s Air Registration Board (ARB) had twenty-three conditions for the Conway-engined 707--1-00 over and above the FAA's requirements, each of which could mean complying with a wide range of performance points. One particular concern was over-rotation on take-off and a 707 -436 for BOAC was put through some deliberately mishandled take-offs at Edwards Air Force Base (AFE) before the ARE decided tha an underfin would both cure this tendency and aid in-flight stability.

BOAC's own acceptance procedure involved a team of

interi studi Dash the fl

18

i DESIGN AND DEVELOPMENT i

as

maximum speed. emergency descent and let-down, depressurisation and fuel dumping. One flight was enough for acceptance of ten out of the first thirteen 707 -436s, delivered by November 1960. After this and the completion of other paperwork. the balance of the aircraft cost. about $3.85 million, was handed over by BOAC's representative in Seattle.

Most of the first -4368 were delivered direct to Loudon with empty cabins, but two were fitted with seats shipped from the UK and picked up passengers in Montreal en route. Other nations had different requirements but usually went along with FAA or other major certification authority decisions when it came to large complex aircraft li ke the 707.

But what of the original Dash 80? Although it was very different from the 707s that were to follow and by no means a Jet airliner, it was involved in a great number of test programmes designed to improve the efficiency, safety and comfort of commercial aircraft. Most of these began after 707s began to roll off the Seattle production line and included noise reduction, cabin interior Linings, boundary layer control (BLC) and slotted Rap studies. Sev~ral test projects involved major changes to the Dash 80's appearance. A fifth engine was fitted at the rear of the fuselage to validate this location for the 727's engines, a

company pilots based in Seattle After three to ten hours of initial test flying by Boeing, and a two-hour acceptance Hight by the FAA, the aircraft would be handed over to the airline for its

ae own acceptance tests. Tills would see autopilot checks, Hight to

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t\BOVI!.; Final assembly of most i075 was car-ried 0.111 outdoors at Renton and these are sc me of I he very r.r<l. N? H1PA (Ii roe number 4) heads a line-up of PAA a nd Ameriusm Airlines jets, sorne or \ .. -hieh have yel to be Ii.ti ed with I ailf ns. 13ot:lng f'jrt lilt' .A ldn! i.all ,I ~i ctu rc Li~rll fJl

long nose probe was installed as part of studies for the an ticipated Boeing SST (or 2707) and a spray rig was fitted ahead or the starboard inner engine to create ice in the intake for ice resistance tests.

In late 1960, JT3D-l turbofans were installed, making N70700 the 367 -80B, although it was rarely referred to as such. Two years later these were replaced with JT8Ds as part of the 727 development programme. During studies for the proposed 707 -820, the tail fin height was increased and leading-edge slots were added to the wing, allowing extremely low landing speeds and reduced landing runs. These slots were formed with simple sheet metal structures and their lise necessitated hiring a Beech 18 as a chase plane as the usual F-86 Sabre was unable to match such low speeds. For tests associated with the very heavy transport aircraft programme that was to lead to the C-S Galaxy (and in a roundabout way, to the 747). a fixed undercarriage was fitted having four nosewheels, and sixteen mainwheels fitted, with very low-pressure 'balloon' tyres, Landings were made 011 dry lakebeds in California in September 1964 to evaluate these multi -wheel units on un prepared runways . .A. tOUI of military bases then followed during which the Dash 80 made

19

BOEING 707/720

several take-offs and landings on gra S surfaces to demonstrate the rough-field abilities of these tyres to dilicary Airlift Command officers and others.

Military equipment tested on the Dash 80 included a dummy rig of the Boeing 'flying boom' refuelling system and an AN I AMQ-l:; weather reconn aissance radar in a large 'th im ble' radome as later adopted on the WC- 13:; B.

Civil ests included the Automatic Landing System (ALS), installed in 1969. In 1970 the Dash 80's last test tasks were in conjunction with the development of a similar system for the Space, huttle, and he final flight of the 367-80 in Boeing test service was made on 22 January 1970 a Paine Field, Everett, Washington.

Each of these programmes left its scars on the Dash 80, which then became a ground-test airframe. Stored in the Arizona desert at Davis-Monthan AFB, the historical importance of N70700 was recognised by the agreement in 1972 to donate it to the Smithsonian Institution's National Air and Space Museum (NAS1vf). In that year, a massive international aviation trade fair (later encompassing transport in general) was planned for Washing ton's Dulles Airport under the title Transpo '72. A star attraction was to be the Dash 80 and this was ferried to Seattle where Boeing employees refurbished the airframe and repainted it in its original house colour scheme

and fitted a 707 nose radome. In a ceremony at- Transpo, the

rnithsonian formally named the Dash 80 as one of the 'twelve most significant aircraft of all time'. At that time Nl\S]l.J bad [lot even opened its new building in the Mall in Washington and the Dulles exhibition and restoration centre was only a distant dream, so the Dash 80 returned to Arizona for storage. In 1990 it returned to Seattle where it was repainted once again and appeared at a number of events in conjunction with the seventy-fifth anniversary of the Boeing Company the following year.

At the time of writing the Dash 80, ancestor of over 10,000 Boeing jetliners, was in storage in Seattle, awaiting the time to make one final flight, again to Dulles, for display in NAS11"s Udvar-Hazy Restoration and Display Centre which will open on J 7 December 2003, the centenary of powered Right.

BELOW: Th i s v -iew of the underside or N70700 shows various details or the brown yellow and aluminium colour scheme as hrsr flown on the 367-80. These house colours were used in modified form en the 727 and 737 prorctypes, bUL subsequent designs have firsr appeared in a less garish white scheme wi,h red and blue irirn, All! 110' '-, COI/"ft 10"

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Booing 707-385C N68657 first Aew on 13 September 1965. and it was bough! by LAN Chile, "-S CC-CEB. 011 20 December 1969. In 19S1 the aircraft was named Lsgo Ronco. Ten yenr, later iAgo Ranco was bought by the Chilean ir Force. rJt'T'f)' C S""U.'I

This chapter gives a 'nose-to-tail' description of the main features of the 707 and 720. The past tense is used throughout, but most of the information remains true for the many examples still in service today. Likewise, flight crew are referred to in the masculine, although women have increasingly occupied these positions in recent years. This is done because most of what follows refers to the 707 as built and the heyday of operations in the late 19305 and the 1960s.

The Boeing designation system for its civil airlines that we know today began with the 707. Major model changes 'were usually, but not always, marked by the basic series number, for example: 707-100 (original model), 707- 2 00 (J T -4 engines), 707-300 (intercontinental version), 707--+00 (Conway engines). Within each.series, further gradations of ten marked changes of configuration such as engine model and weight class, although this was not always consistently applied. Suffix letters identified

other important changes. A 'B' suffix identified turbofan engines and 'C' stood for 'convertible' or 'cornbi' as in combined freighter-passenger layout. The initial model was the 707 -120, and re-engined v rsions were -120Bs. The remaining element was the customer number. As the first 707 customer, Pan Am's aircraft became 707-121 s. The sequence proceeded through the next customers, United (22), American (23), and so 011, eventually reaching 99 (Caledonian) before filling in from 01 (Piedmont) to 19 (Air New Zealand). Boeing reserved 20 for its prototypes and test aircraft. or course there have been well over a hundred customers for Boeing jetliners and alphanumeric combinations such as 03 for Alia Royal Jordanian Airlines and X9 for the T ndonesian Air Force have since been used.

Occasionally, usually later in the sales life of a Boeing airliner, the title 'Advanced' is bestowed on models that have been

21

BOEING 7011720

A 601'£: 0 uri n II rest i ng associa led w i In Boei .u ~', proposed 5 "person i c T ranspo rt (s:-n) in 1975, this 'Pinocchio' nose probe was fitted to ihe Dash 80. Sensors in the probe red to a computer in the cockpit that allowed the aircraft's control responses to simulate those: of 3 superermic nh-liner or H very heavy transport aircrufi. Rotrwl{ J,iu >-\uI/IUT

refined in some way, such as the 'Advanced 701-30oB' which had wing modifications. namely additional leading-edge flaps and revisions to the trailing-edge flaps. This is more of a marketing term and is not reflected in the model designation.

NOSE

The nose of the 707 was an elegant design, certainly compared to the blunt snout of the. itratocruiser and Stratofreighter, mainly due to the integration of weather radar from the out. et of the design. Th nose Calle or radome of the production 707 was longer and more pointed than that on the 367-80. and \\loiS" not pressurised,

COCKPIT

Although the cockpit equipment of the 707 appears incredibly complex to the uninitiated, it was greatly simplified and more standardised than that found in the previous generation of transports. The photographs show the major features of the main in trurnent panel of a typical 707. As the 707 evolved, the design was further simplified and made easier to read. The panel itself was modular in de ign, with quick disconnect fittings to ease maintenance.

The pedestal or control stand between the pilots housed the throttles, engine start levers. trim wheels, flap controls, speed brake and parking brake handles and two electronics control panels. The controls were basically mounted symmetrically for use by either pilot, although the speed brake lever was on the left and the Aap handle on the right.

{\lIQI'£; Cockpits changed relatively little through 11", life of the 707. bUI the keeneyed ,,;11 note differences between the Boeing factory pictures and this photo 01'" ZA Airline of . gyp' 707-328 at Bristol, "England. in July 1984, The flyswauer was not stan ard Boeing equipment, \!lStin.f BroWJiJ TIlt' !-h'i~~I'ml' Picture Li"f~I'f'\' BI~LO"": The overhead and fligh; engineer's panels iHC shown in this view ofZAS i07·328C SU·DAA. This ex-Air France aircraft (once F.BLCK 0""",,,, de L.Hl~e,'i') last served with Air l'>{""'phis. r" ovember 1997 It rnade n landing at Ostend, Belgium .. with its nosegcar ret racrcd and ", .. 'as stored for SOn1e: lime bUL is no\\ back in service. -\"'/111 j ST<"""/Tf," At,j.lt,un Pic/IHe Li!m.l1\'

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BEW:l\\': Boeing 720 cockpits were basicallv the same as tho s e on 707 •.•. nd airlin es , with both type. in thci r nee,. cross-qualified their crews to tly either as require

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a former T'vV;\ and Northwest Or;""1 aircraft. It served wit h , lonarch ['· .... m J 972

to 1983 when it was sold ,0 i be Boeing 1\ Wi!ary Airplane Company and stripped for p'UIS at Dnvis-Moruhan AFB, Arizona. 1U.Ullj Ilrr"",J/TI,, \u",lImr I',ehlre I il'~ITY

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IN DETAIL

The greater importance of longitudinal trim is reflected ill the relative size and position of the tabiliser trim compared with those affecting roll and yaw, The stabiliser trim control wheels were mounted on either ide of the pedestal adjacent to the throttles and were turned with an integral handle, he rear of the horizontal portion of the pedestal mounted the smaller rudder trim control. operated by a crank handle, the position of which marked the degree of trim set. Aileron trim was adjusted by a rotating knob on the rear vertical surface of the pedestal, To the left of this was a band-held microphone for making cabin announcements,

The overhead panel controlled various functions such as cockpit and exterior lighting, de-icing, rudder damping and the windscreen wipers. Most importantly, engine start switches were located at the rear of th panel.

The flight engineer sat behind the co-pilot With tile traditional wall-mounted instrument and control panel. This was divided into four parts. At top left was the electrical panel with its generator instruments and selectors and circuit breakers. Top right was the pressurisaticn and air-conditioning panel, based around a schematic of the aircraft and its engine-driven pumps. Two large switches at the b ttorn allowed cockpit and cabin temperature to be independently adjusted in the range

ABOVE: The cockpit ofa USAF VC·137A VW transport differed lillie from a standard airline 707 except for the pilots' uniforms. Behind the captain', (left) seat can be seen the back cf rhe jump seat. Left foreground is the navigator's seat and 10 the right i the Aighl engineer' •. \'id TI,. ~lviali"n Pkl"", Library

between 65 and 85" F (18-290 C), he lower left panel and instruments controlled the fuel system. Gauges and boost switches for the Eve main tanks were the main feature of this panel, with indicators for the gravity-fed reserve tanks below the main panel. The bottom right corner of the Right engineer's panel contained repeaters of the altimeter and climb-rate indio cater, as well as cabin pre 'sure gauges. Below these were oil quantity, pressure and temperature instruments, hydraulic level indicators and shutoffs and an airborne vibration monitor unit.

The night engineer had a duplicate set of throttles which allowed him to 'trim' the engines for maximum efficiency for a given cruise speed as requested by the captain. The engineer's seat could rotate to face forwards so that he could view the main instrument panel and handle the maio throttles if necessary. To the right of his panel was a locker for stowing the crew's coats.

Where a navigator was carried, his position was at the left rear of the cockpit, with his eat back-to-buck but slightly aft of

23

BOEING 707/720

ABOVE: The cockpit window arrangement, nose profile and cabin diameter of the 707 were left basically unchanged hroughout production and were adopted for the many 727s and 737. to tollow, right up to the New Generation 737. in service today, A"tho,

11 EL(rl \: A Bcei n g general arrangement dra wing of the 707-220. This V" rsion was bought only by Braniff but apart from its jT 4 engines, it was externally identical to the widely used 707-120 series. )01", Slm"d C"II,cliolll Ti, • ..\,,;,";''" Piel"". Li&raY)

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the engineer's. There was a mount for a periscopic sextant in the cockpit ceiling although modern navigation equipment was fitted.

A hatch to the lower deck and its electronics compartment (known as the 'hell hole') was situated under the navigator's table. Occasionally burned out components needed replacing in flight.

Finally, there was a seat for a 'supernumerary' behind the captain's seat. This could be an instructor, a check pilot or a visitor to the cockpit. If the captain was tall and had his seat adjusted to the rear, the leg-room in this seat was minimal. With the sharp tapering of the nose section ahead of the cabin door, the 70Ts cockpit was cosy to say the least, particularly with up to five seated occupants.

Avionics included LORAN, dual ADFs, weather radar, Dl'vlE and VOR equipment. Customer options included dual Doppler and inertial navigation systems. The 707-300 was one of the first airliners to be fitted with an automatic bad weather landing equipment. Th Pr cision Approach and Landing 'ystem (PALS) could guide the aircraft automatically to within 50 ft (15 rn) either side of the runway centreline and within 11 ft (3.5 rn) of glidescope in conditions of up to Category n weather minima (100 ft (30 m) ceiling and 1,200 It (365 m) runway visual range) and with lateral or longitudinal windshear of up to + knots and crosswind of 20 knots. On 7 July 1%7, Pan Am's 419PA was the first jetliner to make a fully automatic approach and landing with passengers aboard.

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FUSELAGE

De pite its smooth-contoured oval shape, the 707 fuselage was actually a 'double-bubbl • under the skin. Where the two circles of the cross-section intersected, a 'crease beam' ran the length of the fuselage and disguised the join. The fuselage was constructed in four sections - the nose to a point behind the

BELOW! Converting the inrcrior of a 70i for freighl du.) involved removing the carpeting and laying roller track. on the [Ioor. Numbered panels replaced the regular interior mouldings and protected the windows from damage. Here Boeing engine"," demonstrate IQading freight pallet- 00 a -32IC. Later purpose-built

.... freighters often had blanked-off \ indows. Bo.m~ 1"rl rll. A1',aI101l1'.ctlln· L.hrJ'Y

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IN DETAIL

AnOVl~: The fo rward r usda gc a nil e [I gin es of nn Arn er Lean Ai r lines nOB arc seen at the end of 011" "I" Edward, AfB'. IOl1g runway dl.ll-ing testing of the J T3D

eng; n C in .. al la ti on. N otic", LI,.. tesi ""I ui pmeru visi b Ie in t he ca b ill an cl th e ce nue of gr~vlly rna r king On the: fu.selage top, 13~wili8 l'ul rlu:!. \1JiuduJI Picture: tUm,rr)

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starboard entry door, the forward fuselage to the trailing edge of the wing, the rear fuselage to the aft pressure bulkhead, which was in line with the tailfin forward spar, and the extreme tail. At the centre section the .floor was attached to the top of the wing structure.

The plug-type doors on the 707 were an innovation that was quickly adopted by all airliner manufacturers, On earlier airliners, passenger doors either opened outwards, and thus provided poor structural integrity, or inwards, taking up a row of seats . Boeing's door design was slightly larger than the opening and thus was pushed to a tighter seal by the higher internal pressure, but in operation rotated just enough about its vertical axis to fit through the aperture and swing outside to De alongside the fuselage_ The forward starboard door was mounted aft of that on the port side and the starboard aft door was forward of its opposite number. The starboard doors were smaller and sometimes called 'buffet' or service doors. The short-fuselage ,07sand 720 had two emergency exits per side. Many, but not all - .iO()s had an ex! t just aft 0 f the port trai ling edge, and some also on the starboard side .

ivlost previous airliners had featured a Window alongside each row of seats, On the 707 the windows were somewhat smaller than previously and were mounted between each fuselage frame rather than aligned with the seats, which of course could be repositioned. This meant that each passenger had two windows, or at least part of two. Structural engmeers of course would prefer to have no windows at all in a pressurised airframe, as every penetration of the pressure hull is a potential point of failure. American Airlilles specified a larger window size (10 X 14 in (25 X 36 ern) versus 9 X 12.5 in (23 X 32 em)) for its new-build aircraft. Each window was fitted with a tinted Plexiglas shade on early 707s, but this later gave way to the more familiar opaque shade,

Closeable overhead stowage-bins were all innovation on the

AnO\'E~ The. 707',.;: scat tracks could accommodate two- or. three-seat units, a~low;ng for four, five or six abreast seating nrrangcmenrs This is the !irst. class senling LT'I a BOAC 707-400. Moveable dividerpanels allowed ea,)' reconfipuraj icn between classes. The overhead passenger service units or 'pods' were also moveable 'to su il diffcrc.nl seai nrrangemerus. B( JAr. ?·tU duo' Au!ahml Pi,,"1'uTf '-.hTitfl'

BELllW: This is the conference rooru of One of 1 be t'SA F', fir>! rhree VC·1371\" located at the centre section or the aircraft. The projectint' screen was for in-n;g,h~ briefings and the sofas on each side converted into bunks. nfw'r1J,:""jt.l ·\eTori.tmc

707 and offered much more room for cabin baggage than did the open racks and closets of earlier air! iners Some airlines preferred open racks, one advantage of which was that they could be folded down against the fuselage sides on the C versions to allow the insertion of cargo containers.

American's 707 'Flagships' were operated in a two-class configuration with first class in the forward cabin named 'Mercury' and tourist class aft dubbed 'Roya.l Coachman', The order of these classes was reversed compared to the DC-7 because the noise levels were higher towards the front of the jet rather than to the rear as with the propliner, Each class on the 707 had fifty-six seats, arranged in pairs with a card table between each, The Royal Coachman seats were in threes with

25

BOEING 707/720

AUOVE, Many ai rfinea revamped their 707,. in rhe early 1970 s, New lighti ng, overhead blns and sur-vice unit p, .. mels, arid ..... uch things as i.n.f.li~h1 movies, were an attempt to compete with airkines wl:Lh new equipment such as 747:;.. Dem(m:o;lrati.ng the 'wide-body look' here i. a I ~7 1 American Ai r-lincs 707-300 "Luxu ryjet' 0;' bin. Amt'Tu:Ltn -\irlwto'i t'll1 -\U!illlt

B~_LO""· Passengersin n 'jetl ~, er of the future' enjo) the delights of the "ell style of airline catering, Actually, this is the iruerior rucck-up built in a coffee warehouse in ~ !nnb:rL1 rail to dcmcnstrarc dC"iig., Icatu res 10 the airlines, One innovat ion was lhc 'snap in' sections of hard wall covering. ij! departure fronlthc doth coverings of the previous gener ation of nirl'iners. The panels could be printed with the airline's choice of pattern. _'\,,·ropl.Qf[tl

the famil iar swing-down tray tables in the backs of the seats. At least initially l\merican offered a buffet food service rather than a trolley service. There were two buffets at the forward left !\ lercu ry cabin and one a t the rear left s ide of the Royal Coachman cabin, where there wasalso a six-place lounge. BOAC called this area an observation salon as the two seating units faced outwards and five of the windows.

Seat pitch on 707s of the era was in the order of 42 in P07 em) for first-class areas and 34 in (86 em) in tourist class, By comparison, 30-31 in (76-79 ern) is typical in tcdays economy-class cabins. With four-abreast 'luxury' seating, the aisle was 30 ill (7f) cm) wide, reducing to 18 in (-16 em) in Six-abreast tourist seating. The latter dimension shows why a buffet service was preferred to trolleys by some airlines,

The air-conditioning system on the first (Pan Am and AA) 707 -120s used freon gas, but this proved somewhat

AIRWI':: Although lounge areas arc a rarity ioday, they were a feature of early 747s and DC-lOs such as American'. 'Luxuryf.iners'. American rebrandcd h 707. along the same lines as 'Luxuryjers' in 197 I,. with the lounge seen here and even a <La nd -u p b a. c, res p le n d en I wi I h brown, red, beige an doran gc car pe ts and red seats, . \ u 000'5 Gollocli nn

_6ELt~IV' A stewardess serves cocktail, with a smile ut 30,000 It (9.000 rn) in the forward lo\.",g~ of a Pan Am 707- ·121. Act ually this is probably a view of the mockup bUI it gives an idea of the glamorous world of the 'jd set' (n wurd actually coined in J 960) lhal the airlines were keen to promote. Publicity stressed the '0\. cr the weather' nnd vibration-free Ay~ngorthc new jetliners. PWlA m/jrJhll StT(JUJ C:Dllc'Ctia,,/TI,~ Aviulion Picture LiimtTJ'

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troublesome and later aircraft used all air-cycle system. This, however, required a separate sou rce of condi ticned air for ground use rather than just electrical power as with the freon system. Both systems took pressurised, heated air from enginedriven superchargers and passed it through air-conditioning packs in the lower centre fuselage. The air-conditioning and pressurisaticn systems were driven by three engine-mounted turbocornpressors and four engine bleeds. The turbocompressor inlets were mounted on extensions of the pylon fairings with their intakes just above the lip of the main engine intakes, excluding the port outer unit.

In the days before air bridges and piers at airports, cabi.ns were often arranged for entrance from the right side. with the doors on the left used for food and cleaning service. This was the case on early American Airlines 707s at least. Standardisation on the opposite arrangement came as terminals

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I.N DETAIL

ABo\''': The lavatories of lh e 707-100 were de. igned to 'duplicate the effect of a small powder room in a family nome'. Nmc 1 he curve of the wall=-the an lavatories were in the tapering part of the r"HI' fuselage, This is actually a view uf the $500,O()O cabin meek-up constructed in a New York warehouse by Walrc- Derwin Teague and A:o",sociuLe."i. Rtlemg P!tl 4rf'(Jpltlw!

were upgraded to provide covered walkways of various sorts between the building and the aircraft. Because the captain, In the left seat, was 'driving' on the ground, it was easiest for him to line up the aircraft with the pier or bridge for disembarking from the left,

Converti ble passenger! freigh t 707 s could take 108 - in (274 cm) wide cargo containers which allowed space to the port side for an acce sway between the cockpit and the passenger cabin. A typical mixed load was four pallets and 119 passengers seated six abreast. The pure freighter versions could take larger (123 in!317 em) containers with no racks or bins and a protectiv lining panel attached to the interior. The standard 707 container was just over 86 ill (218 em) high at the top. In freighter configuration, the 707-30De could take fourteen fullwidth pallets for a total cargo volume of 9,783 cu ft (277 ell m), The Combi had a capacity ~ [7.+13 cu ft (210 cu m) in allfreight configuration. The upward-hinging freight door was not of the plug type like the passenger doors, but there are no known inciden s of one coming adrift in flight.

ENGINES

Four different types of engine were supplied with production 707s: the Pratt e: Whitney JT3 turbojet. JT3 and JT'[' turbofans, and th~ Roll -Royce Conway turbofan Additionally there was a CFivl-:;6 testbed, which led to the CF1\/J-powered

AI!O\-E: The afL cabin of the VC-137A contained fourteen sets of double seats and four tables. The forward cabin comaincd a communication centre: with a highfrcquency communicznions set and radio teletype machine as well as the usual g"dJley and toilets and an eight-person seating area. HotJlng lJId. A.croplalft"

BEl.OW: In order 10 reduce rhe ear-splitting noise of the early 707', JT3 engine., noise-reducer now", were developed. A doze", models were flight-tested after 200 different paper design, were studied. but the one seen here with test pilot Jim Gannet (Jeli) and nighl rest engineer Bruce Mengel was .not adopted. &"'"1: tJld "uli'Qr

27

J

BOEING 707/720

A BO\"'!!: By 19110 707~jons were returning to the factory for onvcrsion to turbofan rower. At the same time the opportunity was taken [0 fll the wing and tail modifications and the whole process look three 10 five weeks. T'he ]T3C itself was convertible to a JTJD by adding a front ran and a rourlh-slagc turbine. Acccssoriewere repositioned below rhe ~ngine for better accessibility. 41l11101s LollectroJl

AWACS varian s and the E-6. The production engines were all or similar diameter, leading to few obvious visual differences between 707 models apart from fuselage length.

The original JT3 two-shaft turbojet was designed in the late 1 940s and first flew in 1951. It was a "'11ersion of the mili tary J 5 7 as used in Boeing's own B-52 and f C-B5. It had many other military u es, including on the P-l 00, F -J 01 and F-1 02 fighters and the -2 spyplane. and over 21.100 JT3s and J57s were built. Th length of the JT3C-6 variant without cowlings was 167.5 in (·1-.25 rn ) and the diameter was 3R.9 ill (98.7 em). Without fuel the weight was -1,234 lb (I,n1 kg). Take-off thrust was 11,000 lb (41-1.9 kN) dry or 13,000 lb (57.8 k ) with water injection.

The JTJD was the turbofan version of the JT3. It was developed in 19S9 by replacing the first three stages of the lowpressure compressor with a two-stage an, and a third stage was

added to an enlarged low-pressure turbine. This allowed it to handle two and a half times the air mass flow at ake-off, giving 50 per cent more thrust and much better fuel consumption and reduced noise. In military service, the JTJD was called the TF33 and was used on the -141 and the B-52H. Most :-135 wer re-engined with TF33s and about 8,600 JTJDs and TF3:1s were made in twenty-four years of production. The JT3D-3B was 135 In (J.n 01) long and 53 in (1.35 rn) in diameter. Dry weight was 4,260 lb (1,932 kg) At take-off it was rated at 18,000 Ib st \80 kN) dry. Thrust reversers were fitted in the fan and core sections. the former using hinged blocker doors and the latter involving a liding reverser sleeve. cascade vane and a clamshell reverser.

The JT4A of the 707-220 and -320 was the military's jlS, u ed in the F-I05 and F-l06 fighters. In civil lise it al 0 powered the DC-8-20 and -30 series airliners,

A JT 4-9 was 144 in (3.66 m) long with a diameter of -1.1 in (1.09 111) and weighed 5,llSO lb (2,290 kg). Take-off thrust was 16,800 lb st (74.7 kN).

The Rolls-Royce COI1\!.,·ay was the first large turbofan to be developed and was of two- pool. axial-flow configuration. The first production version was the Mk 508 for the 7(17 -420.

28

IN DETAIL

r

Asove. The noise-reducer nozzle design eventually chosen for production was this deceptively simple device consisting of two rings Dr eight pipes. ecn here with the Dash 80, the nozzles were fitted to most 707. with JT3C turbojets. Boetn); t'lI' "uln,,'

LEFT: This view of rhe starboard JT3D·3H engines of. 707-3208 shows the auxiliar air intake doors in action just after rake-off 'These doors were a d"'l'nguishing featur ofth JT3D tur-bofans. AILtJ.m

The Mk S09 was the equivalent DC-8·40 engine. When operated, a rear-mounted clamshell thrust reverser directed the thrust forward through cascade vanes in the jetpipe walls. The reverse thrust was equal to 50 per cent of the forward thrust. The 707's Conways were fitted with the multi pie-exhaust silencing nozzle.

Other applications for the onway were the V 10 and ~uper VC10 airliner and the Victor bomber, for a total production of 907. The length was 154 in (3.91 rn), the diameter was 50 in (1.27 m) and the no-fuel weight was 5, l-IR lb (2,335 kg), making it the heaviest 707 engine. Take-off power was 22,.:iOOlb st uoou ).

The CFM-56-2 (military F108) as tested on the 707-700 and used on the E-6 and some E-3s has a fan diameter (excluding cowls) of 68.3 in (1.735 m). a length (excluding

29

BOEING 707/720

spinner) of 95.7 in (1.43 m) a dry weight of 4,820 lb (2187 kg). It is rated at 24,000 lb st (106.8 kN)s.

WATER INJECTION

One memorable feature of the early 707s for pilots and spectators on the ground alike was the use of water injection to boost take-off performance. Otherwise used mainly on large military aircraft. some smaller jets like the BAC-l11 and a few civil turboprops. water injection on the 707 involved the addition Qj.dernin rali ed water into the combustion chamber of each engine during take-off

The principle of water injection is that the air inside the compressor is extremely hot, up to 2500 C, and the injection of vaporised water cools it, which makes it denser and thus gives more mass flow from the exhaust t't!r a given volume at the intake. This allows more fuel (energy) to be burnt without a meltdown, although it pushes materials and components toward their limits,

The performance increase was dependent on temperature; the airfield altitude and aircraft weight and had to be calculated using tables before take-off. In approximate terms, the injection of a total of -l-(lO gall (1,818 1) of water gave an extra 2,000 pounds (8.9 kN) of thrust per engine. The tanks (between the wheel wells) ran dry after two and a half minutes at take-off power with injection operating, thu preventing freezing problems at altitude.

MOVE: This "jew of ihe Dash 80 shows the starboard JT3L engines and an expcrimentnl leading-edge flap section, bolted rather crudely in ~ "xed mounting. Botrrng Vld dlt"" Avta!ion Pi.cture Librar_v

Water injection was only used on 707-1205 with the JT3 -6 engine, notably those of Pan Am and Qantas, who operated from many short runways in the tropics. One problem with its use was the need to ensure supplies of de mineralised (or 'demin' water) along the route and this was an expensive commodity.

Water injection was mainly used when the aircraft was weight-limited and thus gave some exciting moments to 707 crews when it failed on one engine, as everything else was giving its maximum. Even when working as design d, the reduction in thrust as the water ran out took some getting used to. iewed from the ground, the use of water injection was spectacular, producing clouds of black smoke and a large increase in noise. The development of more powerful turbofans and the extension of many runways to cope with jet operations in time obviated the need for water injection on the 707, to the relief of aircrews and those living near airports. 'Wet' eng Lues did make a comeback on some versions of the IT - 9 used on the 747, albeit with reduced pollution levels.

30

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ABOVE: l\ close look at the underside of Omega', 707AR tanker/transport reveals its special r eat ures, ria mel Y If. e tw in ref uell i I1g bas keis in th e retracted posi I; on, refu llingreadinc s ligbts and, further forward. the twin-lens video camera <hal monitors the refuelling process. Autilor

FUEL

Fuel was carried In seven tanks positioned between the wing spars, and in the centre section. Total capacity for the 707 -120 was 17,406 US gall or 113,Ll9 Ibs (51,319 kg) of JF-] or JP-4 fuel. Capacity for the 707-320B was 23,855 gall (155.058 IbI70,334- kg). The six wing tanks were integral between the wing spars whereas the centre tank was made up of bladder cells The outboard pair of tanks were reserve tanks which fed by gravity a the adjacent main tanks. The main wing tanks were used for take-off with hese and the main tanks used in the cruise. The outboard tanks then fed into these as fuel was used. The engines were supplied by boost pumps in each tank or by a central manifold which could supply any engine. Fuelling was through underwing pressure openings, with gravity hatches for each tank above the wing provided as an alternative where pressure refuelling wa not available.

HYDRAULICS

The dual 3,~OO psi (111 kg/crn-') hydraulic system \i as run by pumps on all engines and powered the rtaps, undercarriage. spoilers, wheel brakes and nosewheel steering. In the case of

IN DETAJL

failure of one hydraulic drive motor, the opposite pumps could be crossed over to operate the flaps and there were standby electrical motors for use in an emergency. Hydraulic fluid was the new non-flammable Skydrol 500. a break from the mineral oil- based fluids used before.

The dec rical system was 115 volts, three-phase, 400 cycles and was driven by a 30 kVA alternator on each engine. In the event of a malfunction, individual alternators could be directed to fllJ specific loads such as th flap motors, standby hydraulics and fuel booster pumps. On alternator could handle the 'essential' loads neededror a safe emergency landing.

PYLONS

The engine pylons were attached to strengthened wing ribs, which were parallel to the Line of flight but diagonal to the main

~ , •• ribs, They were largely made of magnesium. This allowed them to burn through in the event of an uncontained engine fire, letting the engine fall free. This happened on a number of occasions, notably to BOAC's Conway-powered 707-465 G-ARWE at Heathrow, when the aircraft suffered an explosion and fire in the port inner (No.2) engine and was able to make a successful landing after the unit fell away, fortunately falling into a gravel pit near the airport. The fire spread after landing, however, owing to non-activation of the fire extinguishers in the confusion, and the aircraft was burnt-out on the ground.

BELOW: OnJT3Cs and JT4s, all four engines had an intake in the 'knuckl • of the pylon for the cabin air turbo compressor, JTJDs as seen hue usually had this only 0" engines 2, 3 and 4. There was a ccmpressor outlet purl 011 the outboard side of c1'C pylon, midway along its length. &eing via th.e fh·;at",,, Pictute Llbrar_,

31

BOEING 707/720

FIRE EXTINGUISHERS

The engine fire extinguishing system was controlled through the fire shut-off handles situated above the centre of the instrument pane]. Pulling out the knobs foreachengine cut off .ijle fuel supply to the engine and the hydraulic oil supply to the engine-driven pumps. It also armed the fire-extinguishing circuit. Activation of the extinguishers fired the contents of two inert gas bottles in to the engine. If t his failed to work ,the contents of the bottle on the adjoining engine could be fired into the burning engine by selecting 'trltl\sfer' on the extinguisher switch for the adjacent engine.

CONTROL SYSTEM

The 707 used control cables for some applications where British designers preferred to use mechanical push-pull rods, such as for the elevator trim. On the 707 this was activated by a control cable run from the cockpit trim wheel to an electrical actuator at the tail. The reason was the development of more effective cable-tensioners in the USA that could better handle temperature and altitude variations, preventing cable stretch and sag.

ABOVE: An nnonymous Pakis ta n lnternncional Airlines [PIA) nOB (one of three ordered new) undergoes control surface checks at Renton. Here the sloued flap. and f,ll"t flap. are at full down position end the spoilers are full up. The inboard [cn aileron is also deflected up. BOiling l..'i . .tl Ill!.'" Al'ililiOPl I'i~-I'u re' Linnl ry

RIC"HT: A vic", of the under, ide of the wing of a 7(}7·320B shows del nils of the outboard leading-edge flap, position ligln and exhaust. of the JT3D engine •.. 4uI/m'

CONTROL SURFACES

Hinged spoilers were fitted ahead of the slotted flaps in the area of greatest lift and operated completely independently of the flaps. They worked together with the ailerons for roll control. l n flight, 30 degrees deflection gave maximum roll rate. Maximum deflection for landing was 60 degrees. In the retracted position the flaps and spoiler fitted together to form the trailing edge of the wing with an unbroken upper and lower surface.

The ailerons were unconventional compared to earlier air" liners in that there were two pairs, one in the usual outboard wing positions and the second at roughly mid-span. These operated throughout the speed range whereas those at the

32

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IN DETAIL

33

BOEING 7071720

wingtips were locked in neutral position most of the time and only used at low speed when the flaps were lowered. The ailerons were activated by a cable moving a trim tab and it was the air load on this tab that moved the aileron, Pressure changes on the aileron surface were partly balanced by air entering a balance bay cavity forward of the hinge line, thus reducingsthe control forces needed by the pilot as speed increased,

There were two sets of double-slotted flaps on either side of the inboard ailerons and fillet flaps at the fuselage junction. In the event of hydraulic failure they could be wound down electrical! or manually. Split flaps were fitted under the centre section. Normal take-off setting \..\I'a's either 20 or .30 degrees. Landing settings were 40 or 50 degrees.

, mall inboard leading-edge flaps on the 707-100 operated when the trailing-edge flaps were lowered to 9.5 degrees for take-off and greatly increased lift, converting acceleration i.nto climb at a critical point when over-rotation into a semi-stalled state was otherwise possibl . They retracted again when the trailing flaps retracted above 6 degrees.

The 707 -3005 had full leading-edge flaps, which greatly improved landing performance. reducing approach speeds by 12 per cent over the 707-100. Aided by better brakes. the required landing length was reduced by up to 16 per cent, to

BO\': orne of the compl .... xity ofthe 707', control surfaces can be Seen here, including the rripte-sloued flaps and the inboard aileron. Vortex generators placed ahead of the inboard aileron cured a tendency for the wing to shake in high-speed c s-uise. B"'wm~ 11 ia. tile r\ 1.J td~ i nn j"J'TGtu re J .. j I~r(~ ry

BEi.ow: The 707·320B (as seen here) Jearured several improvements 0, cr the standard ·320. mainly to the wing. These included curved, low-drag wingtips, ft.t1]· '"P"" leading-edge flaps and larger r-ailing-edge {'lap,. :\"t!lOf

mam The retract ing tho

34

",d :d

]1-

IN DETAIL

about 5,500 ft (1,676 m) at 200,000 Ib (90,720 kg). At maximum landing weight of about 190,000 Ib (86,184 kg) the requirement for a 707-120B was for over 6,500 ft (1,981 m) of runway.

The 720's 'glove' extension added only 77 sq ft (7.2 sq rn) to the wing area but helped increase the maximum Mach to 0.906 b)' reducing the thickness/chord ratio. This also gave better fuel consumption figures.

UNDERCARRIAGE

The undercarriage consisted of twin nosewheels and eight mainwheels on four-wheel trucks mounted on single oleos. n a 707-300 the nosewheels were 59 ft (18 m) ahead of the main wheels. Ground handling wa conducted by differential thrust and hydraulic nosewheel steering, controlled by a half wheel on the cockpit wall on the first pilot's (left) side. The nosewheels had a steering arc of 55 degrees each way.

The main gear units retracted inwards to Lie in wells aft of the rear wing spar powered by the left-side hydraulics. The main gear doors dosed after the undercarriage extension. The retraction sequence took 10 seconds. The nose gear retracted forwards and the main doors dosed after them, leaving the trail ing door open.

••

ABOVE; A view from the factory roof at Renton shows the wing details of abcna's Srst 707-329, rolled out LO Decem ber 1959. The wingtip HF aerial was onl

specified by some airlin s, OO-SJA had an eventful career, including airlifting over 300 evacuees from the Congo. The nose section is preserved in the Brussels military museum, Boring v;" rI •• Avi"cio" Picture Library

Brt.ow- The nose undercarriage of the 707 was n slurdy twin-wheeled unit, moslly hidden within the fuselage. Jet engines did <lot require the ground clearance for propellers that piston engines did, allowing much sborrer gear legs. AudlOf

35

BOEING 707/720

wo the

AIlO\ .: The starboard main landing gear "mit of a 707-32lB. The -300C had" stronger undercarriage 10 allow [cr greater landing weights and different bra kes, Goodyear as opposed to Goodrich rnuluplc-disc units, AliI/II"

BELOW: The mainwheel well bays of the 707-300 were usually ncloscd by door except when retracting or extending, but could be opened on the ground for access to the hydraulic panel and other equipment. ""thor

r

36

TAILPLANE

The ail-moving tailplane or 'flying tail' was of two-spar construction and attached to a tilting box structure mounted in a rectangular cutout in the rear fu elage. The tailplane incidence was controlled electrically by a jackscrew (with manual backup) and ranged only a few degrees nose up and nose down. Above Mach 0,81 and with autopilot off, a Mach trim system automatically adjusted the incidence. This was involved in the February 1959 incident in which a Pan Am. aircraft dived from cruise altitude to 6,000 ft (1,829 m) before it was recovered. albeit with some damage. The Mach trimmer had disengaged when the autopilot was off and 'aptain Waldo Wright was in the cabin. Slowly, the 707 nosed into a dive while the co-pilot was distracted by paperwork. Fighting the g-forces from the worsening spiral dive, Captain Wright crawled back to the cockpit and helped the co-pilot pullout. The aircraft

Brakes were hydraulically operated with anti-skid. but even under normal braking they were said to have an effectiveness equivalent to stopping 432 automobiles from 50 mph (80 kph). An emergency pneumatic system was good for seven applications of 50 per cent capacity

BElOW: The so-c a lled ARB lin On iJ7-436 G-Al'PB, When the marginal t"bilil~' characteristic. of the 707 in some modes was realised, Tex Johnston, backed lip by the aeredynamicists, recommended a taU zr fin, a bOOSI"cd rudder and the ventral fin seen here. Bill Allen and Boeing's board accepted hi. fl"dings, a. did the Brhish. johnston answered BOA J5 question, 'Who pays t'Or it?' with 'Boeing' - an an wer that reassured the customer and ensured the success or (he 707, but which delayed profitahilil} even further. Bueing t'ld th. Avi~tiu" I';cl"",- LibMry

IN DETAIL

landed safely at Gander. but with a permanent set to the wing. A modification was made to the control system to prevent deactivation of the trimmer in the cruise when the autopilot was disengaged.

The tailfin was of two-spar construction with a 'false spar' carrying the rudder hinges and had electric leading-edge de-icing. On all 707s and most 720s, the fin tip mounted the high-frequency (HF) probe antenna so characteristic of the type. This combined the H communications No.1 antenna and the No.2 transmitter. The To_2 receiver was inside the fairing on top of the fin. The fin was hinged so that it could be folded down to fit the aircraft into a standard hangar, although this feafiire appears to have been rarely used.

The original rudder system was operated three different ways according its deflection, For the first 10 degrees deflection, ~Ia powered trim tab moved the rudder aerodynamically, Between 10 and 1 5 degree the power booster began to lake over and above 1 _:; degree it was fully effective. However, this meant that there was no trim relief at higher angles and for structural safety reasons, the boost 'gave way' at air loads greater than 180 fL lb. To use this effectively required training and practice as a heavy appl ication of rudder gave a noticeable

BELOW: The tail surfaces or this Northwest Orient nOB shows the distinctive high frequency (HF) antenna on the fin which was nor specified by all no operator, but was later refined 10 m'ln} aircraft. The shallow ventral flu used on the 720s is also well shown. Booing vw. thi:' "\ttiu:tion Prduyt? LibTury

37

1

j-

BOEING 707/720

'lag' as the booster became effective and then a rapid deflection to the booster's limit. The tendency was to add aileron and spoiler inputs, leading to an overcorrection and Dutch roll. A new booster that worked throughout the full range of deflection was designed to meet UK ARB certification requirements and was later fitted to all 707s.

Dutch roll was a problem inherent in swept-wing jets and was kept in check by the yaw damper function of the autopilot. The yaw damper could not be used at take-off or on the landing approach. Unlike piston transports, the 707 had to be 'flown' positively onto the runway rather than aimed at the threshold and 'floated' on. Pilots who tried to land the 707 like a piston risked undershooting the runway.

The solution was greater fin area and Boeing increased the tailfin height by 40 in (102 cm) for grea ter stability. BOAC 707- 400sand later aircraft were delivered WIth the larger fin, but the programme to refit earlier aircraft took several years. Most 707-1005 were fitted with the tail modifications when they were returned re-engined with JT3Ds in the 1960--+ period.

Another improvement required for British certification was increased keel area. The so-called 'ARB lin' not only increased stability but also acted as a tail bumper to prevent over-rotation on take-off. The ventral fins were of at least three different shapes, with straight or curved leading edges and different areas.

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38

!C

3 CUSTOMERS

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Fifty airlines bought 707s and 720s as 'first-tier' customer and .numerous others picked up second-band examples over the years. Space precludes coverage of them all LI1 this chapter, so what follows is a look at some of the more important and more interesting customers for Boeing's first j t airliner.

In nt nt

PAN AMERICAN

Pan American World Airways (Pan Am) bad shown its confidence in Boeing by making the first order for 7075 in October 1955 (but hedged its bet by ordering a slightly larger nurn ber ofDC-8s), In all, the airline was to buy 126 new 7075 and other second-hand 7205, but no more DC-!5s or any other Douglas jets. After a period of crew training at S attIe, the first Pan Am 707, N710PA was handed over on 16 ctob€!" 1958. First Lady Mamie Eisenhower chri tened the aircraft Clipper America in a ceremony in a hangar at Washington National Airport attended by seve raj hundred invited guests, The aircraft hen set off for

London on a 'jet preview flight' with a passenger list that included Pan Am's famous president, juan T Trippe.

Actually four of Pan Am's first 707 deliveries were named (jet) Clipper America, including N707PA ( 0 named from January to December 195 ), N70 PA (August-November 1958),-N710PA (1958-1970) and N711PA (OctoberNovember 1958). The reason for this may have been uncertainty at Boeing over which aircraft would be ready for tbe scheduled naming ceremony and the transatlantic flight to lollow directly afterwards, and so the manufacturer was hedging its bets.

BELO\\I! Pan Ar» was the fir-st 107 customer, taking' somerhing ora gamble \\ iih the 707 (and OC-S) as much for Juan Trippe's de? ire not (a be second in anYlhing •• for any other reason. One reason airlines were initially reluctant to embrace jets was their high purchase cost, In 1953 it was thoughr n four-engirre jetliner might cost

$4 million, eornpured 10 the $1.5 million price of" new DC·7, The final cost of" 7U7~lUO was well over S.:;' tl1illion. Th» A'Vl(JllOrt Ptcture Lib'fflr\l

39

BOElNG 707/720

The historic Clippe« names dated from the days of the

ikorsky flying boats of the 1930s. Most of the707s reused historic Clipper (or Jet Clippe'Y) names such as Bald Eagle) Friendship and Constitution.. At least one was renamed for a new destination; Clippe'Y Beogmd (Belgrade), and for the Beatles' US tour in February 1964 one aircraft was temporarily redubbed Clipper Beatles.

Delivery price of the first 707 -1 OOs was said to be about $6 million, although the declared value for insurance purposes of Pan Am's first aircraft was $4.5 million and BOAC's -4365 cost about $5.1 million The actual price paid depended on the number ordered, the amount of training and support purchased from Boeing and other factors.

The first commercial 707 service was flown from Idlewild Airport. [ ew York, to Paris Le Bourget and Rome ten days later with N711PA Clipper Mayj1owe'T amid much fanfare, including a send-off from an army band. Just as the 707 was not the first jet airliner to fly, having been beaten to that honour by the Comet I, Avro CI02 and Tupolev Tu-104, the Boeing was not the first to offer a transatlantic service, being pipped to the post by the Comet 4 which BOl\C put into service between

ew York and London on 4 October 1958. Officials in Paris only reluctantly approved 707 revenue operations into that city after making noise measurements during proving Bights in late 1958.

A year later, Pan Am inaugurated the first round-the-world jet service with its 707-321s. The route was San Francisco to Manila via Hawaii, then Manila-Karachi-Rome and over the

ABOVE: The fir I production 707 was N708PA, If! Clipper ConSlilulion. Lin"

nurn ber I was to be N707PA, but for some reason, this identity was swapped with the second aircraft before roll-ouw In Febru a ry t959 an engine. was lorn off during a 'Dutch roll' incident in France and this encouraged Boeing to modify the tails of all existing and future 707s. N708PA was 10sL in September 1965 when it crashed into hance Mouru ain on Mcntserrat. Mike Hooks

BELOW: merican Airlines went through" change of image in 1968 and this nOB (N7528A) was the first of the airline's aircraft to receive the new colour scheme, which is basically the same as thntworn today. Mik~ Hooks

40

g f

CUSTOMERS

Pole via Anchorage back to an Francisco. The first round-theworld jet airliner flight was flown on 10 October by N7l7PA Clipper Fleetwing, taking fifty-five hours and sixteen stops over three days, but this was more of a publicity Right than a routeproving exercise.

The Douglas DC-7C was the pride of the Pan Am fleet until the 707-120'5 arrival, but the jet soon showed its superioriry in every respect. The 707 could fly nearly twice as fast with nearly twice the passenger load, and at a lower cost per eatmile. oon Pan Am was achieving 100 per cent load factors on the transatlantic routes and was paying off. or amortising the cost of one 707 with the profits of each month's operations.

The 707-321 Intercontinental version, delivered. from July 1959, extended Pan Am's non-stop destinations from New York as far as Frankfurt, Rome and Rio de Janeiro. By buying large numbers of -321C convertible cargo versions when they became available from 1963, Pan Am stole a march on its competitors with its' cargo Iippers' and captured a large part of the civil long-haul freight market. During the Vietnam War, the airline received lucrative contracts to shift military equipment to the war zone as U involvement increased. On the other hand, the military tasks impeded the growth of Pan Am's Civil freight business until this was reorganised in 1966.

BElOW: classic view of one of American Airlines' 707-"I23Bs over the plains or the central U A. Although markings have changed ova the years, American still retains the classic polished metal surface on its lIe"l of'Beeing, McDonnell Douglas and Airbus jets today. The AUld"'," P,ctuTe L.b"'T),

Only nine 720s all ex-Lufthansa and American Airlines aircraft. were to see Pan Am service from 1963 to 1974. They were used mainly on Caribbean and South American services until 1965 when they were replaced by 727s, but also supplemented 707s on short-range US services.

As the 727, and later the 747 were established in service. the 707s were sold off. The last Pan Am 707, N492PA Clipper Eagle Wing was sold on to a parts company in November 1984. The previous October a pecial commemorative flight was made on the twenty-fifth anniversary of the first N w York-Paris service. UnLilfe the original night (in a -121), the 11.)83 re-enactment (in -321 N880PA) did not require a refuelling stop in Gander, ewfoundland, to enable it to make it across the Atlantic.

MERICAN AIRLINES

Pan Am's great [1VaJ was the first customer to put the 707 into scheduled domestic services. The first commercial coast-tocoast jet service was flown by N7502 Fla.gship Okla.homa from Los Angeles to Idlewild, New York, on 25 January, 1959, returning the same day. The limited range of the 707-120 often Jed to weather diversions and occasionally to embarrassment. In October 1959 a New York-Los Angeles flighr diverted to Phoenix due to bad weather at the destination and was .impounded by local authorities, as Phoenix had no insurance cover for jets. It took Eve days to arrange the necessary documents so that the jet could continue to LA.

After two months of 707 operations, American Airlines

41

BOEING 707/720

(11)1 ~ , N75111 i\ was .vmerican Airlines' first jet and the 'irs! of rweruy-threc

7()7- j ns, h was followed b) lwCnl) -nine -.1238." len -323Bs, Jnrry-seven -32JCs, tel' no-ons, IW£nl)'-r,v" 710-023B, and one -38SC. Later rtarrred Flag,hip Mic/tig<ln, N7501A was sold on in 1 CJ7S and served briefly with Cyp:rus Airway'S before n minor accident g rounclcd it ut Bahrain. where it ..... talli broken up. Bo"ing 1Jicl ,UjdwT

produced an internal report on operation' with the four aircraft b then in full service. There were everal problems that came about indirectly as a result of the new jets. These included the difficulty of setting up a schedule based on predicted wind~t the higher altitudes (which the airline's IBM punchcard computer was initially unable to deal with), and the military occasionally blocking off 10,000 ft (3,048 m) of airspace at a time when the jet routeings and altitudes available were already restricted. There were to fact only three transcontinental jet routes between New York and Los A'flgeles in 1959. Because of these and other factors, up to 66 per cent of Rights were late by 10 minutes or more and a further ten per cent were early.

Air traffic control proc dures required some adjustment for jets. The regular reporting points Were the same as for slower aircraft, 0 that the 707 crew could barely make one location report before passing the next checkpoint. American introduced a third pilot or second officer to handle navigation and communications duties. He would also take over the left or right seats or night engineer's station if that pilot vacated it. This four-crew arrangement was also designed to ensure a con-

was the only U: airline to adopt this crew arrangement and it was fairly short-lived.

III Italy, the arrival of jets seemed to catch the authorities by surprise, even though they had experience of Cornel operations in 1952-4. Tn 1958 the Italian Undersecretary for Civil Aviation refused to allow scheduled jet services as Rome's Ciarnpino Airport was overcrowded, the new Fiurnicino

irport was not finished, and Milan's Malpensa Airport needed extending. Air traffic control wa also considered inadequate and overall the 707 was thought to risk 'an undue strain on safety regulations'. The situation did not completely resolve itself until, Fiurnicino was opened in 1960.

Problems with the aircraft itself included damage to skin, Haps and cargo doors by snow and slush thrown up by higher taxi speeds and trouble with the complex electrical wiring. Spare parts availability was an early teething problem, made worse by minor changes on the Boeing line that cam", about as part of a pre-delivery design improvement programme which saw changes made between the specification given to the airlines and delivery itself, including everything from DeW doormats to leading-edge Raps, American found that if a part was to be changed on the production line, subcontractors would often stop making it immediately, leaving Seattle's stocks as the only source. A change in air-conditioning manufacturer after Pan Am and American's first aircraft were delivered was one

51 tai pre anc

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These were minor issue" however, and no more than was to be expected, The further introduction of 707s by the main US airlines saw better ATC procedures, high-altitude forecasting and spares distribution, Most importantly, the travelling public took to the 707 with enthusiasm, 'Passenger acceptance of the 707 bas exceeded our fondest hope,' the American report concluded proudly, 'We are satisfied that the 707 will have a long and useful history in airline operation.'

After a year of service, a world-wide Beet of fifty-three 707s had flown over 31,000 hours and accumulated over 2.5 billion passenger miles. mostly on US dome tic ervices, The basic soundness of the design had been proved, but a few troubles, mainly with hydraulics, air conditioning and water injection had shown up within the Beet. as had several incidents of' inadvertent [light manoeuvres'. These included a number of incidents of engine pod craping on the runway (something that could happen with only 7-8 degrees of roll on landing), two major 'Dutch roll' incidents in training, one of which resulted in the loss of an engine and pylon (see chapter 8) and an unintended dive from altitude on a scheduled transatlantic night that was only recovered with a 5-6-g pullout. ,ertain weaknesses in the main landing gear truck beams and outboard foreflaps resulted in damage on landing on a number of occasions and led to a redesign of these components, One embarrassing incident involved a Pan Am jet arriving at New York with a damaged undercarriage. Publicity on local TV and radio brought thousands of New Yorkers to Idlewild for a 'Roman Holiday' in expectation of a crash. !\ safe landing was made with little damage to the aircraft, but there was traffic chaos around the airport.

The phenomenon or 'sonic fatigue' or stress caused by engine noise was a problem In certain parts of the airframe, such as the tailcone, This was cured by replacing SOl11_e magnesium components with aluminium ones and by lining the tailcone interior with fibreglass. The water injection system proved troublesome with many failure of the engine-driven and electrically driven pumps.

Notwithstanding these initial problems, American and T\VA were soon achieving fle t utilisation of 4.000 hours per month. Despite, or perhaps because of. having the first deliveries, Pan Am was only getting 2,QUU hours out of its Beet after seven months of service.

QANTAS

Boeing was prepared to make a lot of modifications in order t win orders, unlike Douglas, who offered the DC-S in only one fuselage length until the later 6()-8eries aircraft. This was an expensive way to do business. but paved the way for repeat orders and proved to be a wise path in the long run. The prime example was Australia's Qantas. which had the particular problem of Nadi (pronounced 'Nandi') on Fiji, The runway at this important tourist destination and essential stopover on the route to the US West Coast was short and had a distinct hump, the so-called.'Nadi Bump'. To meet the take-off requirements at this airfield and some others on the Sydney-London route in the other direction, Boeing sold the air! ine the uniq ue 707 -138

with a fuselage shortened by 10ft (3.05 rn) behind the wing. This reduced the seating capacity to 134. The engines were an uprated version of tbe JT3C, but after only a short period of service, t he aircraft were retu r ned to Boeing fa r re -engin ing with the JT3D turbofan, which had since become available, The seven aircraft r turn ed to ser vice from late 1961 as - USBs and now had the ventral fins. wing fillets and 11 fully boosted rudder and other improvements. The airline adopted t h e branding . V-Jet' for its fan-engined 707s, the V, rather obscurely, arising from the Latin for fan, vall 11 us,

In total, Qantas was To op rate up to thirty-five different 707s. with a peak or twenty-seven in service in 1 %8, even though'the -138s were on their way out by then. ;\l the same time, six of the airline's -338s were modified to all-cargo configuration (all had cargo doors for 'cornbi ' operations). thus ~e~ uring another decade of service. On 25 March 1979, the la t Qantas 707 service was flown, just three months short or the twentieth anniversary of the arrival of the first aircraft, and a period as 'the world's only all- H7 airline' began.

BRANIFF

Another version only used by one airline was the 70,-.2.20 for Braniff (as 707-227s)_ Although the same size as the 707-120. the -220 bad the JT4A-3 engine with 15.l:!OO Ib st (70.2 k:\) thrust, which was useful for th 'hot and high' South American de tinations, Only five of this model were built, with one lost on an acceptance Bight, as related elsewhere. Tbe others were exchanged wi th Bri tish West Indian Airlines (13 W rAJ for 727-100s and have now all been scrapped or dismantled. Braniff later ordered fiv 120 and rune -J2ICs and al 0 operated a Dumber of second-hand 7117s, including four ex-Qantas -138Bs.

Braniff became famous for the individual colour schemes on their 707s and 7_?() . Years before special colour schemes were taken up by other airlines, Braniff International' 'pastel nee!' appeared in a riot of colour schemes, from ochre to . Panagra green' (Braniff had taken over the routes once operated by Pan American Grace. or Panagra). Braniff announced 'the end of the plain plane' and each aircraft had a bold one-colour fuselage with white wing , nacelles and tail surfaces with a large 'BI' logo on the fin.

The change of colours from an interesting. but more conventional red and white scheme was brought about in 1 %5 by designer Alexander Girard, who in facr came up with over 17,000 changes La logos, uniforms and interiors, completely "rebranding the airline. The interiors were as striking as the exteriors, with the use of fifty-two fabric patterns. Eight different exterior colours were used across the fleet, with some duplications wh J1 th existing aircraft were repainted at the time the airline changed its narn from Braniff Airways in 1963. The new 707 -327s were del i vered from the factory ill 1967 in a revised range of colours. ~ome of the more striking (or repulsive, depending on your point of view) hues such as the purplish blue, lemon yellow and beige were dropped in favour of dark blue, red and 'Panagra yellow', Although the colours persisted on other types, such as the 7-1-1, the pastel 7U7

43

BOEING 7071720

/

UNIT.ED

~

BOVE: United Airlines was not One or Boeing's best customers in the late lQSOs, buying only eleven 720., which entered ser-vice in July 1960. One reason is Ihal

AL had alread bought D ·S, and ordered Caruvelles, thus having the OlOSt mixed jet Heel in S service by 1961. The 720s were phased out in favour of 727s in 1972, as were the Caravelles, TlI",\UI~!I(J" Pie!uYe Ubra!)'

OPPOSITE AJlOVE: World Airways is a Iargely-Iorgotten carrier, having got out of the scheduled passenger business in the mid- 1980., but still going today as a fr e igbl and charter operator with DC· LO and IvID·l1s. The eighth of nine new 707·300 for the airline, N375WA (18707) served from 1963 to 1971 before sale to Britannia, Jnl,,, Stroud C"Il..:lInl1lT/,.A,·ial;,m Pid"", Libra,.\

OPPOSITE Bf.l.OW: N79JTW was T\>VA', 5rsL nOB 'Sllper]et" although i, was o"iginally buill for Northwest Orient, which chose to delay delivery or the order, Before it wore TWA colours, N791TW (c/n 18381) sp .. ru scm lime a>. company demcnstratoe, oddly enough, wearing 'Boeing 70;' iides. T\~'I\ only operated fOl1r nOBs and leased them back to Northwest after a year.jo)m Stroud CoUl'clion/T)" A1'id.t ten Pid urI:' Lihrary

44

CUSTOMERS

't

45

BOEI~G 707/720

Anuvi-: The cr Ungus Boeing 707172U MOt)' ih a complicated one but suffice 10 sa} th"t sixteen 70;s and five 720. were houghl. sold, leased in and leased out by the 1fi,h national carrier between 11)(,0 and 1986. ET-AL served 1>11 and off f'rom 196!l to 197J, which is when it was photographed at Dublin. 'I .. ~rjn}. Brawu/T'H'":-\piiztrnn PrrfrHL' LlhrfJ r)'

era was a hart one as the Braniff fleet was rationalised in 1971 and the 7075 sold on. Thi was partly due to the winding down of the Vietnam War, which had seen heavy use of Braniff aircraft on military charter flights. Even though this flourish of brightness wa brief some aircraft wore up to three different schemes, changing after major overhauls. In 1982 the original Braniff went out of business, although there have been attempts to revive the name since.

SABENA

Beginning with the national airline Sabena, Belgian companies have been enthusiastic 707 users, with almost 40 airframes recorded on the Belgian civil register National airline Sabena (Societe Anonyme Belge dExploitations de la Navigation Aerienne) ordered four 707 -329s in December 1955 alongside . Air France's order for 10 -321'1 .

Sabe nas first passenger flight to New York was on 13 January J 960, beating Air France to the honour of having the first non-US transatlantic 707 service by a week. W.ithin..:ii,.; months, however, Sabella" 707s and -7s were being \.1 ed for a different kind of passenger service as the outbreak of civiJ war in the former Belgian Congo (later Zaire and today the Democratic Republic of Congo) called for the mass evacuation of Belgian citizens. Sabena suspended transatlantic services from 9 to 12 July 1960 in order thaHts five 707s could be used for the airlift. The 707s evacuated over 7,000 civilians in this period, witb up to 303 people including crew carried on one fught (1-U adults, 118 children, 32 babies and 10 crew aboard OO-SJA on 16 July). Regular seating capacity for these aircraft was 147, but space was found for children on the f100r and babies in the luggage racks on the seven-hour flights to Brussels. Use of jet transports for this airlift helped influence the US/\F to acquire transport C-135s for use by Military Airlift Command, which was to prove U eful in 1964 when more trouble in the Congo led to American intervention. C-135s supplemented slower piston transports in delivering

ABOI' : EI-A1 ... I\~' was the I'tr.t of Acr Lingus's 707-348C s. Supplementing no., the lrucrcontlncmal jets allowed dcstinnt ions beyond New York and Boston ,n be served b) the airline. La I flown by Alyemda, th fuselage of - 1\1\\0' was last reported giving service as a restaurant in Damascus, yria. Tilt:" \l'llJtrc)p! I'Kturr Lilnar.'

aid. personnel and equipment for Belgian forces and the 'N.

On the subject of huge passenger loads on 707s, it is believed that over 500 people were carried on some Rights of a leased Uganda Airlines 707-300 (5X-UC'~d) that airlifted Serbian civilians and Yugoslav federal soldiers out of Bosnia and Croatia a the outbreak of th Yugoslav civil war in 1991. Other large passenger loads include 327 civilians evacuated from Darwin after Cyclone Tracy aboard Qantas' VH-EBU on 27 December 1974. In May 1967 El Al 707s helped evacuate over 11,000 tourists from Israel during the Six-Day War,

In May 1978, eight Sabena 707s were used to ail-lift paratroopers to quell further unrest in the Congo Over 1,100 were transported on these and two 'abena 7'175. The jets were used to spare the Belgian para-commandos a 22 -hour C-130 Hercules flight before jumping. They were tran ferred to C-130s on arrival at secure airfield in the country .

Unlike many other airlines which replaced their 707 Beets completely with 7475 on their long-haul services, 'abena only bought two 'Jumbos', partially for reasons of national prestige in"1971. Otherwise it retained 707s. latterly -329Cs bought in 1966, until Lhe 1980s although a number were written off i.n Sabena service or while on lease to other companies operating in Africa. The 707s opened up jet routes to traditional Sabella destinations in North merica and Africa, but also to new ones in the Far East and outh America, and the airline grew to operate a large jet fleet. Boeing types gave way to various Airbus models and to the (then) },lcDonllell Douglas )v[D-l1. Seldom making a profit, abena's 7S-year history came to an end in 200I when it was forced to close amidst the worldwide airline crisis and the failure of majority shareholders Swissair,

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11.1

MIDDLE EAST AIRLINES

One of the major customers for the Intercontinental versions ot the 707 was Middle East Airlines (MEA) of Lebanon ~1.EA eventually owned twenty-nine 707s and leased eight others, but

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46

CUSTOMERS

ABOVE: As one result of President Nixon's historic visit to Ch;na;n 1'172 and 'he improvement of relations with the \Vest. I he: .hinese govcrnnlent ordered 707s as the !lnt Western equipment for stare airline CAr\C (Civil Aviation Administration of hina). Delivered ;111974. B-H20 is seen landing at Garwick on.j May 1981. It was .,,1<1 10 Royal Jordanian in 1985. where it carries freigh' today with COl11I1'"" hushkits a' JY-A DO. G,,,r,,,,,, ['inch! Th, A"idtioPi I'icture Li&,dry

RIGHT: Sudan Airways has been a larue user 01' I be 707 OVer the years, ahhough mo 1 of their aircraft have been leased, particularly for Haj Righ"', Two 707-3JSCI were purcha~cd new in 1'974 and hoth have served with the airline ever since, ST·AFA is one of" dwindling number of passenger-carrying 7(l7s (although eperared in a mixed freighr/passenger layout). istership ST-AF'B is currently in (rc.ightcr: configunltion. &l'1ng- tpflJ d~tlwt

it had not really wanted 707s at all, initially ordering D "'-8s as its first long-range jet equipment. The collapse of Lebanon's Intra Bank (which held 63 per cent of }iIEA's shares) in 1966 caused Douglas La cancel the order, but wben things had sta-

L' hilised , :;vIEA turned to Boeing with an order for four 707 - 32 Des in All gust 1968. leasing three 72 as and two VC-1 OS in the interim. These were completed very quickly and the first

s was delivered in November of that year - but was to only ur-

vive another month, falling victim to the regional and internal

3. strife that would blight Lebanon and MEA over the next thirty

3. years, n 28 December 1 68 lsra li commandos raided the air-

~ port by helicopter in retaliation for a PL hijacking and blew up three l\[EA Comets, three Caravelles. a VC-IO leased from

s Ghana Airways - and the first 707, Six other airliners were destroyed in the attack. Showing the spirit that would often be needed in the future, MEA was back in business the next day using its remaining 707, a Caravelle and a Viscount. By leasing

,f aircraft and investing the insurance money, MEA soon had an

, aLl- 707 and 720 fleet, which cut costs and brought the airline

.t into profit.

47

BOEING 707/720

AB(WE: Cameroon Airlines has always had" very small international fleet. From 19n to 1987 il consisted of 707·3H7C TJ. AA supplemented b)' other leased 707. as needed. This aircraft: was sold 00 to Israel and rebuilt to electronic warfar-e configur-ation Ior the air fnrce. It has WOrn theiDF/ AF serials 248. 929 and 255 in its time. Boenig 1llU aUUwy

BELOW: Nigeria Airways bought three 70i-359C. over a period of eight year. but leased over thirty others of all basic models except the -200 at difC"""nl lime s. Two. of igeria's own aircraft. including SN· BI, were impounded [01' non-payment of maintenance bills at Shannon, Ireland, and were broken up in the late 1990 s. Boeing TJl.ll a.u!ho-r

By 1975 Lebanon was slipping into civiJ war (with much external involvement) and another 707 was lost on 27 June 1976 as it tried to taxi away from Israeli shelling. The"'passengers had disembarked but two of the crew were killed. For eight months MEA Left Beirut and operated from Paris-Orly, mainly on charter flights with a few scheduled routes in Arabia and the Hom of Africa. More 707s were acquired and there was more political turmoil. In June 1982, during the Israeli invasion of Lebanon, six 707s were destroyed by shelling and by 1984, B irur International Airport was untenable. In 1987 some operations were carried out from a widened stretch of the Beirut-Tripoli highway. MEA was banned from the US and lost much of its other trade. In 1989 MEA returned to Paris, now with some 'hushkitted' 707s and other aircraft, including a pair of 747s. The 707s were later all hushkitted and wore a prominent' Jew Q' marking to indicate their 'quiet' status.

ABOVE' MaJaysi,,-Singapnre Airlines was the new name [or Malaysian Airways after january 1967. 'The airline was equally owned by both countries and the new nam reflected this. It was a short-lived title. however as Malaysia and Singapore set up their own airlines in 1972. Th 707. were split between the two, 9V-BBA going to Singapore Airlines with whom it flew until 1979. Bo<'ing 1'ia m,t/,ot

BELOW: Engine adjustments arc made 10 the JT3D. of a PIA 720-047B before its flight (est programme begins. The weather in Seattle is notably different frOO1

California, where the other jetliner builders were. but none the less,

considerable finishing work was completed in the op n, exposed In the elements. John Stroud Colleclionl The AUlallon Pic!" re LibT<1.r,'

Although the airline had wanted to phase alit the elderly Boeings for some years, a worsening financial position delayed the introduction of new equipment. in the form of Airbus A310s. until 1992. By 1995 the last of the Boeing 720s had been phased out, ending nearly twenty-seven years of passenger service with Boeing's first jetliners.

Other Lebanese aid ines, primaril y Trans Mediterranean Airways (TMA) have operated many 707s. After the 1968 disaster (in which TMA also lost several aircraft), the Lebanese government gave MEA exclusive pa senger rights and T fA concentrated on freight, building up a fleet of 707s with a few DC-8s and 747s. In 2001 they still operate six 707-300 freighters, making them the largest civilian operator. Some of T fA's aircraft are notable mainly for their plainness, usually bearing no titles at all. just a Lebanese registration and a small national Bag on otherwise ail-white airframes, but others have

48

CUSTOMERS

AIIGI1": Zan' bia Airways was On" of many operators to pick up surplus 707-300Cs in the 1970>,1110.1 of them leased from European airlines such a Au Ling as and

t \li,aIi a. This ex-Northwest Ori",,1 -3S1C was witb Zambia from 1975101989 when it was sold to Florid. W'".I Gatewny , 110 fitted hushkits and used il on cargo flight. OUt of ~1 iami where LL was ('veI1lUHII~ scrapped. \ u.s till J Bmwn/TIlt.: AvitJtinn PicluTt' Library

Brt.ow: The first 707 for Air France, F-BHSA Chal.au de Versailles is greeled on it< arrival at Orly on (, Novemb r 1959. This was the [1£51 707 delivered to an overseas airline and was used to inaugurate transatlantic services in February J960 . F-BHSt\', career was short < i. was written off in an aborted lake-off at Hamburg Jul) 19&1, fortunately without loss of life. jol'" 6Iro,,,' C:oll,·ctWIl/ nit At'OilIWI! fJ,cl~re L,br~r."

49

French side in similar conditions.

Jew 707-337s arrived from 1964 and a nwnber of these became freighters as the airline introduced 747s in 1971. In 1984, Air- India announced a purchase of a further nine Airbus A310s to replace the haLf-dozen 707s still in service. The last Air-India 707 service, from Harare to Delhi, was operated on 29 Octob r 1986

A mentioned before, Pakistan International Airlines (PIA) was the first far eastern 707 operator, beginning services from Karachi to London wi h a leased aircraft in 1960, but it was two more years before the next Boeings - three 720Bs - arrived. These were followed by many others, nine of which were newbuild 720Bs, and another nine 707-300s (two -351Cs and seven - 340Cs). Another fifteen or so 707s were leased in at different times, often to operate Raj services to Mecca. Some of PIA:s aircraft were passed on to the Pakistan AlI Force as 747s,

BOEING 707/720

worn striking green and yellow schemes reminiscent of the heyday of Braniff.

ASIA

Asian airlines were quick to take up the 707. Although the first jet services in the region were flown by Comets, the 707 was the first to Ay services with local operators. Air-India International ordered three Conway-powered 707-4 7s in September 1956 and the first arrived on a record-breaking flight via London on 21 February 1960. Pakistan International Airlines (PIA) had just pipped them to the post by operating a leased Pan Am 707 from 7 March 1960. After a series of proving flights, regular Air-India International services to London began on 19 April and on 14 May, to New York. Tokyo services began in January 1961. The 707s, now numbering six, replaced Air-India international's uper Constellations by June1962, and served alongside leased BOAC Comets, making it the world's only alljet passenger airline for a time. At the same time the airline shortened its name to Air-India,

One of the 707-4378 was lost in January 1966 with aJl on board when it struck the wiss side of Mount Blanc in 'whiteout' conditions en route to Geneva, a tragic replica of an accident fifteen years before when a Super Connie struck the

BELOW: Aviancn or Colombia was One of seventeen airlines II} purchase Bo .. ing 720s from new. The others wer-e Au Ling us , Arue.cican, Braniff Continental, Eastern Air Lines, £1 AI, Ethiopian, the Federal Aviatiun Administration. Lufthansa, orthwest Airlines, PIA. Pacific orthern, Saudi Arabian, nVA.

nited, and Western. JiK-724 was a 720-059B which flew nearly 50,000 hours in Avi a ncn service. T l was broken u p a t Mi <I.n1 i in 1989. &ei tlg T dtJ i'l U tJlOr

50

CUSTOMERS

ABOVE: Ecuaiori a na, the state air-line or Ecuador, became famous for its

Ramboy .. nt colour schemes in the 1970£. Its three 720s were painted in different wild schemes b a: sed on Indian art motifs. The 720·02313 HC·BDP seen here landing at Miami in February 1978 also carried the Ecuador Air Force serial FAE 8037, making it one of the most unusually coloured military aircraft """T. AI/slio j. B""m" I The Atri</I'o" Pictur. Libm~v

BELOW: AJ30AC 707-436IjIt.s off from Renton under the power of four Roll .... Royce Conway s. The certification programme foe BOAC'. jets was long and complex. First flown in ay 1959, FAA certification look until February 1960 and the British nod wa s ai 'Other two month. in coming. 1\ taller tail and a new underfin would be needed before the -436. were ready for delivery. John Stroud Coll.cli""ITIIC Avi.ri(," PictlJre L.brary

DC-10s, Airbus A300s and A310s were introduced. One or two aircraft served on past 2000 in a freight role making PIA the longest continuous operator of the 707.

'lying Tiger Line was one of the customers for the freighter version of the 707 -300, receiving four -349Cs in 1965, although the airline is better known as a DC-8 operator and only operated the Boeings (plus three leased examples) for about four years. One event in this short period is of note, however. Two months after delivery, on 14 ovemb r 1965, 322F, specially named Pole Cat, took off from Honolulu on thefirst round-theworld fligh by the polar route. The flight was organised by the Explorer's Club of New York and routed Honol uluLondon-Lisbon-Buenos A.ires-Christchurch-Honolulu for a total distance of 27 tOO 0 miles (43,200 krn) and flight tim e of sixty-two hours and twenty-eight minutes. This is thought to b~ the only 707 to fly over the South Pole, although examples from World Airways and orthwest Orient operated between the SA and Christchurch. ew Zealand in the mid 1970s in support of Naval Support Force Antarctica.

BOAC

The British Overseas Airways Corporation (BOAC) was the launch customer for an Intercontinental version with RollsRoyce power. The Conway-engined 707 - 40 0 came abou l because of the Comet 1 disasters and the resulting delay to the development of the 'definitive' omet 4. The state-owned but independent BOAC rejected the proposed Vickers V 7 which was cancelled in November 1955 and demanded access to the foreign exchange reserves to buy Boeings for the i orth

51

to its products since the 19605.

The first Conway 707 user was actually Lufthansa, who began services in March 1960 wh ile the BOAC aircraft were still undergoing certification. Their aircraft were returned to Boeing for modification with the enlarged fin and ventral fin ill 1961.

The only other purchasers of new onway 7075 were AirIndia, Varig and EI Al, but airlines as varied as Syrian Air, Air Mauritius and Wolf Air of Zaire leased or purchased secondhand examples. None of the thirty-seven built remain in service and only three have been preserved.

Although Boeing was prepared to delay profitability by buying market share with customised versions for different airlines, each new development of the basic airframe pushed the break-even point further and further back. Boeing estimated in 1958 that the hundredth 707 would make a profit. but this goal slipped away until it was closer to the 400th example. delivered in 1965. before it was achieved. Of course, there were another 600 airframes to go, and the profit they began to make allowed the go-ahead for the 747 to be given later that year. Now there was a gamble ...

BOEING 707/720

Atlantic routes. As a compromise, the: UK government demanded a high local content if BOAC were going to buy an merican jetliner and Rolls-Royce Conway turbofans were pacified, along with British-made furnishings and other components, married to the 707-300 Intercontinental airframe.

Fifteen 707 -436s were ordered by BOAC in ctober 1956 and the first was rolled out on 12 December 1958. First flight was on 19 May 1959, bu the UK RB demanded a number of changes before certification, mostly relating to stability, as described in chapter 1, but this was eventually awarded on 24 April 1960. B A also operated Conway 707s on behalf of Cunard Eagle and later under the BOAC .unard banner. From 1972, the -400 were traded back to Boeing or passed to BEA Airtours, which later merged with BOAC to form British Airways. The last was retired in October 1977.

The'Rolls-Royce 707s' used slightly more fuel and were less popula.r with passengers and crews than the VClOs that were their intended replacements, and less profitable. Nevertheless, BOAC ordered more 707s, this time -300s, and even suggested that they be built in the UK. British airliner manufacturing never quite recovered from BOAC's indifference

....

52

4 M LITARY 707s

The original Boeing 367-80 was built primarily to meet a military requirement for a tanker able to refuel the new B--I-7 and 13-52 jet bombers. The success of the subsequent Modal 717 or KC-135 did much to secure the future of the 707 as a cornrnercial airliner and make jet passenger travel available to the ordinary person. A total of 820 aircraft were built en the 717 airframe design, which as noted earlier was shorter and narrower than the 707 with on.ly 20 per cent shared components. The bulk of these were KC-135 tankers, along with C-J35 transports. although numerous specialis d - and RC-135 models were built for reconnaissance, mis sile tracking, command post and other pecialised duties. The Model 717/C-135 story i outside he scope of this book, but the use of 707 airframes for military purpo es is a fascinating story in itself.

Over a hundred 707s were built by Boeing for military customers, and many other second-hand commercial models were

later converted for various military and government roles. 'Military 707s can be broken down into those used [or VI P or tanker use and those built in .pecialist military configurations for the USA and its allies:These latter aircraft include the £-3

entry AWACS (Airborne Warning and Control System), the E-6 Mercury TACAMO (take charge and move out). and the E- 8 J -, 'TARS (Joint Surveillance Target A ttac.k Radar " ystem) platforms.

BE1.011: een in its original ~lAT (lVlilital'Y Air Transport •• vice) COIOUI scheme, VC·137A 58-6970 undergoes final preparations before its first nighl in April 1959 alongside American -123s and a nv· -131. In Augusl it wok President Eisenhower on a trip to Western Europe. The following year it I\a. modified with bidden cameras in preparation for his first visit to the USSR, but the u-2 xpyplanc incident ; n May caused the. trip's cancellation and the cameras were neVCI used, This historic ah-crafr was rerired to the Museum of Fligln at Renton in 1996. Ilw",# 11; fl j IteO . h.1J rl lldn J J-H::tUfi! L ibm 'f)'

53

also because of the decision to supply aircraft to Saudi Arabia, thus giving them a capability not fielded by any other country in the ILiddle East. Five CFM-S6-powered E-3Bs were eventually supplied in 1986 and 1987 and serve with 18 Squadron Royal Saudi Air Force, as do eight KE-3A tankers, also based on the 707-320 with CFMs. Despite the designation, these aircraft have no AWACS equipment, but have a Hying boom refuelling system as used on the KC-13S. AI least one of the Saudi aircraft KE-3s is believed actually to be an RC-707 or RE-3 intelligence-gathering aircraft.

ther users of the E-3 include NATO, using seventeen of eighteen E-3As delivered from 19 2 and four 707s used as

BOEING 7071720

ABOVE: Canada operated a fleet of five Boeing 707. or CC-137s ill the tanker and transport role. Tbey were replaced ".S transports by Airbus A310s (or CC-1SO Pclari ~ twinjets in 1997, bUI it was .nOI until lute 200 I that a decision was made 10 equip two of I he five Airbuses as aerial refuellers. Austin J Brown/Ii,e Aviation Picrurr LihraTY

The AWACS programme began as long ago as 1963 when the USAF 61'st sought to replace the EC-121 Warning Star version of the Lockheed Super Constellation. As with the EC-12Is, the hardwaresolution chosen was a large dorsally mounted radorne on an airlin r airframe. The main difference was that the radar antenna itself was to be mounted horizontally in a rotating dome or 'rotodome', which would allow it to be much longer, and thus have longer range than with a vertical housing, as in the EC-121. Two new-build 707 -320Bs were acquired from Boeing to test the Hughes and Westinghouse radar systems and were both flown in February 1972.

Westinghouse was chosen as the winning radar contractor in October 1972 and a production order for the first of thirty-four E-3A (originally VC-1370) entryaircraft with AN/APY-l radar was made in April 975.

The first of thirty-four production Sentries was delivered to th U A In larch 1977 and entered service in 1978 to th 552nd Airborne Warning and Control Wing at Tinker AFB, Oklahoma. A thirty-fifth airframe remained with Boeing as a JE-3 test aircraft un til del i very in April 1994. after which it was immediately leased back to Boeing. These aircraft have all been converted to E-3Bs or E-3Cs, having ANI APY -2 radar, upgraded computers, maritime tracking capability, secure radios and jam-resistant system. The E-3 programme wa highly controversial in the 1970s, not only for Its vast cost, but

BELOW: "en landing at RAFWaddington in june 2000 is Israeli Air orce C·707 transport Ifff" 264. also register d as 4X.JYH. This aircraft was buill for C of China and was sold 10 Israel in 1993. lis visit to 'Waddo' was in support of the visit of two F-151 St rike ' agles 1.0 the International Air Show held on the base. t, mham Rob.o",

54

MILITARY 7075

ABQVE: The E-3 S e nt.ry or t\ \Vi\CS has been a big success for Boeing with large numbers sold 10 rhe SAF and others 10 France. the United Kingdom. Saudi Arabia and NA O. This is a NATO E-3A. pictured over the North Sea. NATO

E·3.were sent 10 the i\ in 1.1 200.1'0 supplement t\F E-3. monitoring

Righ'" and controlling figh'e'" over potential terrorist targets. (;MltulII Rob"""

Rlilt-IT: The bulbous nose of "" EC-l BB (81-0891) contains a 7 rl (2.13 m) stccrable radar antenna for tracking missiles and space vehicles, The code-name for this role is ARIA (advanced range instrumented aircraft) and this example Willi seen at Ule 1997 Point Mugu ." -s how in California. A,,!looT

'bounce bird' trainers for aircrews, These aircraft are to the highest (E-3C) modification standard, with side and undernose fairings for ESJ'"f (electronic support measures), although they retain the E-3A designation, France has four E-3Fs with CFM- 56 engines and refuelling probes based with the 36e Escadre at AVOId, and the Royal Air Force has seven similar E-3D Sentry AEWls at Waddington. The British aircraft replaced the venerable Avro Shackleton after the failure of the Nimrod AEW3 programme in the 1980s, The seventh RAF aircraft, ZHI07, has the distinction or being the very last 707 produced, maki g its first flight on 14 ] u ne 1991 and ending thirty-four years of continuous production, This aircraft was the J ,013th 707/720 airframe produced and the ninety-fifth l\Wl\C', Although Japan and Australia have ordered l\ WACS- type aircraft since 1992, they are based on the Boeing 767 and 737 respectively.

US and Saudi E-3s were heavily involved in the199I Gulf War. and US and NATO aircraft monitored the skies over the former Yugoslavia from 1994 through the Allied force campaign In 1999. directing the fighters that enforced the no-fly

55

BOEING 707 1720

zones and scored a number of kills over Serbian and Yugoslav aircraft. /\. similar role has been p rforrned in enforcing N resolutions against Iraq. Fcllowing the attacks on tho USA of 11 September 2001. 'AF WAC' were despatched to the ?lliddle East to control aircraft on mission over Afghani tan, and two NATO aircraft were sent to the USA to bolster forces engaged in providing combat air patrol (CAP) over major ~'cities and other potential targets.

One US and one NATO aircraft have been lost in accidents, both attributed to birdstrikes. In September 1995, a 961st Air Control Squadron (ACS) aircraft lost its left-hand engines when it struck a flock of Canada geese just after take-off from Elmendorf l\ FB in Alaska. Whil demping fuel and attempting to return for a landing, the aircraft struck a hill and all twenty-four crew were killed. More fortunate were the crew of a l'\ATO AEWF (Airborne Early Warning Force) aircraft which encountered birds on its take-off run from Preveza AFB, Iraklion, rete, in July 1996. Take-off wa aborted, but the aircraft overran the runway and collided with a sea wall. breaking in 1:\1,10. All fourteen aboard survived with few injuries. Neither of these E-Js was replaced.

Currently the US, Saudi and NATO AWACS, along with all other military 707s use 1960s-vintage design TF.B or JT3D-7 engines. French and British E-3 are :V1-36

Aaovi« The firs, two ofalrnes: Ifll) AVI'ACS aircraft based 011 the 707 airframe were designated as "C-137Ds at first and new \\ ith in a Jay of each other in February 1972. he) \\' ere later converted to E·3A Sentries and arc in :o;(~r\ icc roday. The US military has reused rhe EC· [J7D dcsignuucn for ar ex-Caledonian

irways 707-355C (67-IY417) operated as a communications aircrafr for Special Operations COI)"'1",and . .-\uiJlllr.ll t.ullei'lwn

.BF! n\\: One of the most extraordinary-looking of all 707. is Chile', Phalccn, known locally as the Condor, Usi ng an electronic and radar sysrcrn developed by Israel, the Phalcori/ ondor combines ihe roles of A\V CS will," sophisticated ciCCI rnn ics and communication. intelligence (ELTNT/C01'l'LTN'n '),"<:111. h. nose houses an electronically ~1CCfC.d surveillance r- .. .ular. Ruhn' f I, U'.\Otl

56

MILITARY707s

i

;\SO\,E: The Northrop Gr-umman Joint Surveillance Attack Radar System Uuint TARS or J-Slal"} i, cbe official "lime for ,rn ex-airline Boeing 707-Jr)11 converted to a sophisticated air hot-ne ta.rg€ling and bat Lie management platform. Onicia!l~ in service Iroru latc 1997, the j-stars was uiallecl successfully in the IY9'I GulfV.rar. \"fl1r#lrop r ;YlUmUrUl tttu tilt' \_PlulwJI Piltl(rt~ Lifml1'l'

BELOW: O";grmlily intended to he n Nnvy E-r, :"{crollry. cI" 2~51)J was converted III the prototype YE-8B J.'[aTR for the USA E In t he end I he cheaper option was I" convert existing airliner airframes supplied by OnlCC;l i\ir and it Wa'"i exchanged for five of these and convened back ro JT3D power. Omega lease it to North rOI' Grumman as a company 'hack' Il> '707UM, It i~ seen here "I RAF \V.dJingtnn

on return from the 19qJ Dubai Air how. C;"t.1ltdlH U .. (lb~DI!

57

BOEING 707/720

powered. A consortium involving Pratt & Whitney, the 'even Q oeven group (including Omega Air), Goodrich Aerospace and Nordam is bidding to replace the engines of NATO E-35 with the quieter. more fuel-efficient JT8D-219 as used in the McDonnell Douglas DC-9 series. The 707RE (re-engined) would require relatively few airfram changes and offer considerable cost savings. A demonstrator aircraft made a our of European airfields and air bases in late 2001 prior to an expected NATO request for proposals in 2002, After the AT E-3s. the consortium has its sights on a possible contract to re-engine the £-8 J -STAR. , and there are numerous other potential civil and military customers for the new engines.

E-6MERCURY

The problem of communicating with submerged ballisticmissile submarines in time of war was solved by the use of relay aircraft transmitting very low-frequency (VLF) signals by way of a long trailing wire aerial. For many years this was the role of the EC-130Q Hercules under the name TA AMO, but, following trials with borrowed A Nl C-135As, the US 1 avy chose to adopt a platform based on the 707 airframe. The first of these, designated as the E-6A Hermes was delivered in 1989. Two squadrons of Sea Control Wing One (SCW-1), VQ-3 'Ironmen' and VQ-4 'Shadows' operate the E-6A. The original 'Hermes' name attracted too many jokes about social diseases and VQ--+ were successful in lobbying for the name to be changed to Mercury, the Roman name for the same legendary messenger of the gods.

The heart of the E-6 system is the AN/ SC VLF transmitter / recei ver and its two trailing antennae, the longer of which is an amazing 26,000 ft (7,925 m) or nearly five miles (8 km) in length. Iaturally this hangs a great distance below the aircraft when reeled out and as the E-6 Flies an orbiting pattern, the antenna forms a spiral. This flight profile causes considerable stress to the airframe. which was strengthened after some initial problem with damage to the vertical tails of early aircraft The transmitter/receiver system and communications suite was transferred from the E .-130Qs to the fourteen E-6s delivered. In 1997 the first E-68 conversion was handed over and the l~ will be delivered in 2003. This improved model includes a communication system able to relay orders from national command authorities to the B-2 bomber and other strategic platforms and as such makes the Mercury a joint-serv1Ce asset, replacing the EC-135 'Looking Glass' command aircraft. E-6Bs can be identified by the largesatellite antenna housing above the forward I us lage. The Airborne Launch Control System (AL ,') allows the -6B to command the launch of land-based ballistic missiles. The base airframe was the 707-320, fitted with CFM-56 engines. like the British and French aircraft benefiting from Boeing's private-venture CFM-56 work in the early 1980s.

The newest and probably last 707 variant to join the US [orces is the E-g J-STARS, or Joint Surveillance Target Attack Radar 'ystem. 'joint' in this case means US Air Force and Army; the latter had a long-standing requirement for a platform able to survey an entire battlefield and supply real-time

information on vehicle movements to commanders on th ground. By the time the go-ahead for the programme was given, Boeing was winding down 707 production and it proved expedient to use second-hand ex-airline airframes on this as yet untried system rather than tTY and keep the line open. A number of the airframes were originally Qantas 707-338Cs. although they had passed through several other hands in the interim. Northrop Grumman at Melbourne, Florida, were given the job of converting the aircraft and integrating the We tinghouse-] orden Al / APY-3 side-looking phased array radar, which is fitted in a ventral canoe fitting under the forward fuselage. J-STARS are therefore usually listed in official documents as Northrop Grumman E-85 rather than Boeing aircraft.

The E-8 has not yet received an official name, but 'Sentinel', 'Excalibur ' and 'Night Owl' have been considered.

The total requirement for J- TARS airframes has varied since the programme began. t one point up to thirty-five aircraft were seen as necessary in order to provide con tant surveillance over the battlefield in a two-theatre war, the basis of U' defence strategy through the 19905, but funding has only been given for thirteen as of the end of 2001. A more likely final total is nineteen aircraft, The E-8s are operated by the 93rd ACW at Warner- Robbi ns APB. Georgi a.

VIP 707

The 707 is or has been used in the government and military transport role or in a dual tanker/transport role by two dozen countries around the world. These have included Argentina, Canada, Germany, Iran, Morocco, Portugal, Qatar, Romania and Saudi Arabia, as well as the 'A, which all bought some

BLLOW: 'J1,C must famous military 707 must be ()1·6000, popularly but wrongly thought ora. 'Air Force One'. "like the earlier \'C-137A, the VC-IJ7C was officially designated as a presidential aircraft, the first jet to be '0 a .. igned. It is perhaps best kl10WIl for returning the body of'Presidenr John E Kennedy 10 Washington and the on-board inaugurauon of Lyndon B. Johnson on

22 November 19b3. Anlong its many important missions was President Nixon's 1972 i il (0 China, which helped reopen that counu-y to the "Vest. TI« \",,,rioll Pl.fur. L,hl""1'

58

1

MILITARY 7075

i

new-build aircraft. Additionally Angola, Australia, Brazil. Chile, Colombia, India. Indonesia, Italy. NATO, Pakistan, Paraguay, Peru. South, Africa. Spain. Togo. Venezuela and Yugoslavia have used ex-airline 707s, and Taiwan has used a 720. Countries using civil-registered 707s for government use include Democratic Republic of Congo, Egypt. Libya, Morocco, the United Arab Emirates (UAE) and Saudi Arabia.

The only Boeing 720 in military service belonged to the Republic of China (Taiwan) Air Force and was used as a presidential aircraft for over twenty years before it was retired to a museum in the mid 19905. Togo, the UAE and CongoBrazzaville have used 720s as government aircraft on the local ci v il register s,

RC-707

Several nations' aircraft with an ostensible transport role are believed to have more or less clandestine roles as RC-707s, although this is not any kind of official designation and covers a wide variety of confi gurations for eJ ectronic intelligence (ELINT) missions. ELINT covers communications intelligence (CO\lII1'T) or listening to messages transmitted by radio signal, and signals intelligence (SIGINT) or recording radar and other electronic emissions,

The South African Air Force (SAAF) has an ELINT 707 with large cheek radomes wh.ich can be removed to avoid undue attention when on overseas visits, although the mounting points can be seen on close inspection.

ABO\ .: een a long way [1"01:>1 home is Spanish Air Force 707-J[,8C T.17-3 at Christchurch, New Zealand, in 1990.11" VIP passenger was a member of the Spanish royal family. Equally far from its home skies is the Britannia Airline 737-200, which was 0"' a brief lease 10 Air ew Zealand at the time. Author

BELOW: Almost dwarfed by its bigger brethren at London', Heathrow Airport is A7-A1\A, a 707·3P1C built as a VIP aircraft for the goverument of Qatar. This aircraft was sold in 1999 to Commodore Aviation in 1999 and then to Israel, where it was converted 10 ranker-transport configura cion: lillie" today as illY 275 in a plain white and grey colour scheme. reter j. Cooper

59

BOEI:NG 7071720

i\lany of the foreign listening or electronic aircraft are only identifiable as such by proliferations of small aerials on the fuselage. The lsraeli Phalcon conversion on the other hand is nothing if not distinctive, and the aircraft has caused a great deal of interest since it first appeared in public in 1993.

Witb electronics by Elta and airframe modifica ions by tAL the Phalcon system is a combination of ELI NT and COMINT sensors and AE & (airborne early warning and control) radar. A sophisticated sensor fusion system cross-relates the data gathered by all the sensors and directs a complementary sensor to begin a search when a contact is detected. The most distinct features are the side-mounted phased-array radar antenna housings on the sides of the forward fu elage and the bulbous nose radar, which extends well below the line of the lower fuselage. The electronically (rather than mechanically) steered radar beam can survey a 360-de.gree arc around the aircraft with less weight and aerodynamic and mechanical complexity than a rotodome system. One ex-South African Airways 707 -3HC was converted to Phalcon onfiguration as a testbed, albeit without the nose radorne and another (an ex-LAN Chile 707-3g5 ':) has been delivered to Chile and is known locally as the Condor The Condor does not have the real" antenna array of the prototype, restricting radar coverage to 260 degrees.

After strong U.' objections and to great Chinese annoyance, Israel withdrew an offer to sell the Phalcon system to China in July 1000. The system is said to be uitable for many platforms other than the 707 and the Chinese would probably have fitted It to a version of the Ilyushin Il-76 transport. The Chinese government announced at the end of 2001 that they were to sue Israel for $2 billion over the Phalcon deal.

This technology is a generation ahead of that used on the E-J, and will likely be employed in many future surveillance aircraft.

Argentina may have received an RC- 707 m dified in Israel to go alongside its standard 707s (a variety of aircraft have served with the Fuerza Aerea Argentina over the year with a usual inventory or three aircraft). The Falklands War of 1982 show d up a need for a better intelligence platform and an airborne command and control post. During the war, the 70~ ~ were used a' long-range patrol aircraft to shadow the British task force as it approached the Falkland Islands and were escorted away by ,'ea Harriers on a number of occasions. Less well known are the transport missions to the UK undertaken in the weeks before the Argentine invasion 0- the islands to pick up spare part and ammunition whidl'was soon to be turned on its suppliers.

Iran bought Iour 707 -329Cs in tanker configuration with a Boeing Bying boom and wingtip hose reels and may have converted others from its Heet of ten transports. Th tankers were u sed to refuel Iran's F -4s (with the boom) and F -14s (wi th the hose-and-drogue) system and extended their effective range by about 2,500 miles (4,000 km), giving an important strategic advantage against lraq until that nation acquired Iluyshin 11-78 tankers.

ne of the I ran ian aircraft is believed to have been modified for electronic reconnaissance duties, but since converted back to

standard con-figuration.

The original aircraft have been joined by a number of other aircraft, including one ex-Iraq! Airways jet that had been stored in Jordan before the Islamic Republic of r ran Air Force (IIrAF) acquired it in 1995.

The Shah of Iran had ordered seven E-3s in late 1977, but these were cancelled after the 1979 Islamic revolution,

The Indian Air force has two 707 aircraft that it prefers not to acknowledge. These belong to the Air Research Centre and Analysis Wi.ng at Palam, These are a 337C (K-2899) and a -337B (K-2900), both ex-Air-India, and they are thought to have an ELL T role.

TANKER CONVERSIONS

Israel has had a hand in many tanker conversions as well as with electronic surveillance installations. The US turned down Israeli requests for surplus KC-135 tankers or for refuelling boom kits, so Israel Aircraft Industries (W) developed their own conversion package for 707 airliners, mostly ex-EI AI. The first lAl tankers delivered to the Israeli Defence Force/Air

orce (lDF I AF) had triple-point hose drum units (HDUs) and the service' F -4 Phantom and Kfir fighters were modified with refuelling probes to use the sys em, Later conversions included a flying boom for refuelling the F -15 and -16 as well as having wingtip HDUs. nlike KC-135s, the Israeli and other 70, tankers do not have a visual refuelling window or a boom operator's station. relying instead on a video camera system monitored by an opera lor in the cockpit or, ill. the ca e of boom-equipped 707s, in the rear fuselage. This reduces the number of fuselage penetrations and structural modifications needed to the aircraft: thus simplifying the conversion.

The large number of 707 passing through IAT's hand, and the frequent re-registering or re-setialling of IDP I AF aircraft makes it hard LO get a full picture of Israeli military 707s. One is known to be used as an 'Air Force One' governmental transpo t and several have been seen with extra aerial fits, suggesting EUl\'T duties. These specialised aircraft mayor may not be known within the JDP I AF by the Hebrew names Ba -boor ('swan') and/or Chasidah ('stork)

[AJ supplied conversion kits using Flight Refuelling Ltd (FRL) pods to the Royal Australian Air E'orce (RA,A.F) which converted four of the service's five aircraft to refuel F /.'\-18 fighters. Two of these No. 3:1 Squadron aircraft were deployed to Diego Garcia in November 200] together with four F 1.A.-18s to support U' and other forces operating in Afghanistan.

The Australian aircraft are mostly ex-Qantas 7U7-338Cs acquired in 1979 and 1983, although two more aircraft were obtained from Saudia in 1988. At one time it was planned that these aircraft would receive a boom system for refuelling the RAAF's F- L Il s. One of the ex-Sandia aircraft was lost in a training accident in New South Wales in 1991 .. AJI of the exQantas aircraft have a dual tanker/transport role wi.th the latter duty occupying about 8 - per cent of the Byincr hours, and the surviving Saudia aircraft is in VTP configuration. Noise regulations arou nd the wor l d are red uc ing tbe u til ity of the JTJ-engined aircraft and it was announced in December 2001

60

MILITARY 7075

-\_110 E, The Iranian (then Imperial, now Islamic Republic) Air Force has been" big 707 user. Their purpose-built -3J9C, were equipped with both boom and hose T ,fuelling 'Y terns. Despite revolution. war and sanction , rno I arc still believed 10 be in service at Tehran-Mehrabad Airport. &ec~ tila Acwplano

Rlmn-: Boeing converted an e.,,-T\VA 707-331 10 tanker-rransport (also called

C-707 or KC-137 ) configuration in late 1982. Like the -3J9Cs built for Iran, the modification involved wingtip pods with" hinged ll'Jide chute that lowered the re[uciling drogu out of the disturbed airflow. Thi. proved more sueec s sful than some third-party conversions using . light Refuelling Lid pods, and it was no. until 1989 thaL th aircraft was sold -Lo Spain" 1:17-2. It i. ecn here conducing trials u it h an 1"-1 05G Thunderchief AllOw', Col/ection

that the 707s would be replaced in the transport role with two new 737s and three Bombardier Challenger 604s on a 12-year lease deal.

Other nations with hose-and-drogue-equipped tankers include Brazil with four KC-137s (ex-Varig), Italy with four rorr ITs (ex-TAP) and 'pain with four T.l7s (ex-TWA,

lympic and audia). All are based on 707-300 airframes.

Canada has retired its CC-137s, which were bought new from Boeing in 1970. Morocco had its 107 transport (the former CF 1-56 testbed) converted to a tanker, but this aircraft has subsequently joined the Israeli Air Force and has been converted to VIP configuration. Both Peru and Venezuela operate hose-equipped 707 tankers supplied via rAI and outh Africa's No. 60 quadron has four. The catchall designation of K -137E is u ed in some U' military documents to describ

~

~:i-' ~-' ~9"_'"

61

Carter to Cairo for the funeral of Egypt's President Anwar Sadat. This aircraft was mainly used by President Ronald Reagan and was retired for display at the Reagan Presidential Library in Simi Valley, California on 16 August 2001. Tn May 1998 62000 was delivered to the USAF Museum at Dayton,

hio.

The VC-137s, only known as 'Air Force ne' when carrying the President, were appointed with a communications centre, a conference room with projection screens and convertible sofa-bunks, two galleys and other features not found on the three VC-13i A (707-153) VIP aircraft.

In contrast to the well-known VC-137s, officially called Stratoliners by the USAF, the -18 bas mostly remained in obscurity through many years of service and has not been blessed with a popular name, Let alone an official one. Like the V -J37 , the C-18A and derivatives are based on the 707-300, and all twelve that have served with the USAF' and USN are in fac ex-airliners, mainly American 707-323Cs and TWA 707-331Cs. The primary version is the EC-18B which fulfilled the advanced range instrumentation aircraft (ARLA) role by

BOEING 707/720

former 707-320 series airframes converted to tankers by foreign nations,

OTHER MILITARY CONVERSIONS

The most fan10US individual military 707s, and probably of the whole breed were those used as VIP transports for the U military under the VC- 137 designation, often called collectively (and thus inaccurately) 'Ail' Force One'. The first VC-137 A. serial 58-6970 wa delivered in 1959 and was the first jet aircraft used by a president when Dwight Eisenhower used i to visit Western Europe in December 1959. It was soon joined at the 89th Military Airlift Wing (MAW) by two others. In 1963 they were converted to turbofan power becoming VC-137Bs and repainted in the familiar bl ue and white colou rs, They were later stripped of some VIP fittings and downgraded to C-137B status and used as general pa senger transport,

The first officially-designated presidential jet aircraft wasVC-137C 62-6000 (usually abbreviated to 26000), which entered service with Wing ( LAW) in October 1962, It was the aircraft that took President .John F. Kennedy to Dallas, Texas 011 22 November 1962 and on board which Lyndon B. Johnson was sworn in as President following l ennedy's assassination

bat day. It later carried President I ixon on historic visits to China and the U SR. The second VC-137C, 72-7000 (27000) was delivered in 1972 and was mainly used as a backup aircraft. Like 62000 it was based on the 707 -300 and Boeing designated it a 353B. In 1981 it carried fanner Presidents Nixon, Ford and

BELOW: Th West German air force or Luftwaffe purchased four B707.307 "in 1968. This, 'he first, was named OUoLilierLlilai- The othe rs were fran~ Grade,

Aug u " Euler lind Hermann KoI,1 and all served with "Transport Squadron 1 of lite Special Air Missions Unit a' Colo!,'TIe-Bonn until replacement by Airbus AlIOs in 1999.10+01 was sold to ATO in 1998 and serves Loda. as LX-N19997 as an aircrew trainer Or 'bounce bird' based at Geilenkirchen, German)'. Boeing",.< ,'wAvla!! .. " Pkwre Library

62

MILITARY 7075

. . ~ , - , --':51

ABOVE: TI,e hilcan Air Force (Fuerza Aerea de Chil . .PAC) has operated four 707-300s. although it has swapped the idenl iries of several of them over the years. For example aircraft 905 became 904 and 904 then became 901. This anonymous example is probably '103. the PAC's only known 707 lanker. RQ!,." ././","'0"

tracking military and NASA missile launches with a large steerable radar antenna in a greatly extended nose radorne. As such they replaced the similar but smaller E -13SN. The initial E -18As (without the radorne) were converted to EC-18Bs or Ee-18D cruise missile mission control aircraft or TC-18E crew trainers with the cockpit layout of the E-3 but no mission avionics. Finally, two TC-18Fs are ex- TAP Air Portugal -382BAs used as flight crew trainers for the E-6.

The US forces have been known to operate other 707s from

time to time. One such was 2138. a former Pan Am aircraft (N404PA, Clipper Seven Seas). Used by E- ystems Inc., which developed the J -STARS radar. it passed to Air Force ystems Command (later Air Force Material Command) in the early 19905 and wore a very anonymous white colour scheme with a thin black cheat-line and a 'Boeing 707' title prominently displayed on the nose. The exact role or purpose of this aircraft is not known. It was last reported in storage and the registration has been used at least twice since by non-governmental aircraft.

The latest military conversion of a 707 is for Angola, which has acquired a former Pan Am. Lan Chile and Chilean Air Force -321B (c/n 19374) for el c ronic warfare (EW) uses. These are said to include the detection and jamming of air defence systems used by NITA rebels in the country and the aircraft bas received a sophisticated electronics suite installed by Elisra and IN Taman of Israel.

63

5 IN SERVICE

This chapter takes a look at the early days of jet travel from an operational perspective and at some of the things that were new about the 707 from a passenger's point of view.

The introduction of the 707 cut travelling times almost in half - if only at first for a privileged few. The 707 reduced the average flight time from Los Angeles to New York from seven hours, twenty minutes to four hou rs, thi rty minutes. The return journey was scheduled an hour longer due to prevailing winds, but there was no longer the requirement for an intermediate stop or the likelihood of a fuel diversion, as there was with the piston airliners. Other typical domestic sector tunes were one hour, twenty-eight minutes lew York to Chicago and two hours, thirty minutes Boston to Miami. lrnportant international sector times included six hours. thirteen ruinutes New York to London, seven hours, Hurty minutes New York to Rome, and nine hours, thirty minutes Seattle to Tokyo. All of these were 'zero wind condition' figures, so are accurate in relative terms onJy. Headwinds affected transatlantic services too, and such destinations as harmon, Ireland, Keflavik , Iceland. and Gander, Newfoundland, became almo t as familiar to early 707 passengers as they had been to tho e aboard the slower,

lower-flying Constellation, 'tratocfuisers and DC-IS.

he absence of vibration of the jet was a big selling point compared to piston engines that transmitted the throbbing of their pistons to the cabin. This vibration was claimed to be the main cause of travel fatigue and it was said that this would almost completely disappear with jets. The phenomenon of jetlag had yet to be discovered, first being recorded in dictionaries in about 1969.

Pilots transitioning to the 707 were on average slightly over fifty years old, reflecting the experience needed and the prestige of flying the new jets. Each would be a senior pilot with many thousands of hours on Constellations, Stratocruisers or DC-7s. About twelve hours' Aying time was needed for each pilot. to transition to the 707. A Flight magazine review of the first year of service noted that the thrill of flying the 707 had' brought

BELOW, f-BLCC I.e Po!ic"n I awaits londing with another . car gu,,' OJ Orly. ,A,jj" France' 707-328Cs 'Pelican' [1:eillhtcrs were delivered from August 1965 and served into the carl) lYSOs. F-BLC (1/11 18881) was later bought by a leasing company and after several leases and sub-leases was operating for .... \.ngo1a l\ ir Charter when it crashed into a river whIle aHe.n1pling to land at Lagos, Nigeria, in July 1988. \If France l'ia fltL' Avi111U'HI PictiJYP Libra"l

64

IN SERVICE

AI)OVE: One of Qantas' 707-1388. curves in 10 make the famous approach into Hong Kong. VH-RBK was sold to J 'I Aviation in 1978 and later went 10 the Moroccan Air FUTce, where it was: converted to a tanker. It appears in the background of a couple of scene, in I he Iilm Black Hawk Down [filmed in

Ioroccc), apparently out of service. Q"nl.tH/./oilrl SlrollJ C"II~,ti""/TII" '''';<llion Piclu" Llbrury

back to senior pilots the gleam in their eyes'. On the other hand there were early problems with the US Airline Pilots Association (ALPA) over pay for jet crews and the status of the flight engineer. who the. unions insisted should be a rated pilot. The dispute meant that Pan Am's and American's services be.gan in the hands of supervisory staff such as check pilots not subject to ALPA's rulings.

Some aspects of the tran ition to jets took a bit of getting used to. Piston-engined transports decelerate quickly when power is reduced, owing to the drag of the propellers, but jets maintain speed for a long time and pilots had to be taught to reduce speed for the landing pattern earlier. using the speedbrakes when necessary. The cockpit instrumentation and controls were not much more complex, and in many cases simpler than on four-engined piston aircraft, but new method of speed measurement had to be learned, namely Mach (percentage of the speed of sound), and new calculations for take-off and landing speed for given weights calculated. The fuel burn of Jets. particularly at the higher altitudes at which they flew, and the effect on performance and landing distance, took on a much greater importance. For reason of flight economy. the need to reach. cruising altitude quickly and stay th re as long as possible was drilled into pilots in training.

The Dutch roll problem was later fixed by modifications to

QANTAS

AI)OVE: Q:lOlas stewardess Pal \Villbra"dl models • he new Boeing uniform in rronl cfonc ofthe Airline', new 707-138,,_ The aircraft's white lail with red t rim only lasted for a couple or years before rhc new 'V-Jet' livery came in wirh th

conversion 10 turbofan power. Q<lJlt<l.$/J")Hl SIr"",) CnlJ,,,liw,/TI," Al!l~II'," Pic-run' Librar,V

the tail surfaces, but initially was dealt with by emphasis on yaw prevention and recovery. Pilots wer warned stric ly against exceeding mar than 10 degrees of yaw. as an irrecoverable condition could develop beyond 15 degrees in some circumstances. The yaw damp r in the autopilot was one of the most important parts of the Aight control system, but if it was not rigged correctly, a mild yet disturbing form of Dutch roll could develop, with. passengers in the rear of th cabin suffering the most as the tail made a circular motion around th longitudinal axis of the aircraft.

Runway requirements were longer than those seen before on a commercial airliner. At the maximum Cake-off weight or 245,000 Ib (111,131 kg) the 707-120 required 10,000 rt (3,048 m) of runway under standard day sea-level conditions. It should b noted that this was the required length. allowing for an aborted take-off rather than the actual take-off distance. The 707-220 with its greater weight but higher thrust required 9,400 ft (2 865 m) of concrete, and the -320 needed 'only' 8,800 ft (2,682 m) at a maximum weight of 295,000 lb (LB, 812 kg) because of its bigger wings and even greater thrust engines.

The infrastructure requirements of the 707 and its cant mporaries initially hampered the spread of jet services. The extra capacity of the 707, DC-8 and Convair 880 compared to the previous generation of airliners created parking difficulties on

65

BOEING 7071720

66

IN SERVICE

OPPOSITE \.BOVE, Qaruas bought seven 707·138, which were later converted to JT3D-powcrcd -138B s, and six new-build -138B s. These specialised versions were followed by IWCnl)NWO ·J38Cs, of which VH-EAJ Cit_v oJG~.lollg (later Cil)' of Broke" Hill) was one. I n Uganda Airlines service it was one of the 1",,1 passenger 707. to b~ 10,1 in 011 accident, era, s .hil\g at Rome in October 1 988. jal", ~ll'n"d C{i'1it."C'Wlll TIlt- (\lr!dfum Picrllnl' L!hrar_"

OPPOSITE BELOW: A steward and stewarde •• serve drinks in the first class cabin of a B AC 707. The joys of jet travel appeal' 10 have passed at lea lone passenger by. 80 Ie l'W nIL. Ivialiun Pi lur" Lil"",r_\,

the airport ramp and congestion in the terminal buildings. leading to a frantic round of airport modernising and building by municipal authorities desperate to avoid missing the 'jet age'. I ew fuel-storage facilities and larger hangars were also needed. The 707 used kerosene fuel. new grades of oil and synthetic hydraulic fluid (which if mixed in the system with older mineral Iluids congealed to an unpleasant jelly-like substance).

Once the infrastructure was in place. the arrival of jet services pleased the city fathers and chambers of commerce of municipalities across the U 'A and the world, but they were a mixed blessing to those living near airports who were subjected to the ear-splitting war and clouds of smoke produced by the early turbojet airliners. Despite various technical measures such as the multi-nozzle exhaust, the 707 became a by-word for noisy operation. A JT3C-engined 707 landing at a distance of I mile (1.6 km) gave a noise reading of 106 dB(A or eight

ABOVE! HK-714 was one of seven 720B5 purchased new Or second hand by Colombian airline Avianca to replace Lockheed Con,tell'Lions mainly on services 10 New York. It served Irom 1961 to 1983, after which it was stored at Miarni and eventually broken up. 11" A.,," 10011 Picture L,braT.l'

times as loud as a busy city street or a nearby television. The first limits on nOLS output t down by the International Civil Aviation Organisation (I 0) III the early 1970s specified the 10, and C-8 as . tage l' (or' hapter I') aircraft, meaning they were the baseline against which noise improvement and regulation would be measured. No new aircraft would be approved for service. after 197.~ if it did not meet Chapter [11 Stage II standards. The harsher Chapter II J was introduced in 1976 and specified a reduction of around 20 decibels as measured at take-off compared to Chapter I aircraft. Today all Chapter 1 and II aircraft are banned from the US, and since the beginning of 2002, hapter Il aircraft can be banned from operating in E states at each state' discretion. The introduction of JT3D turbofans and the re-engining of many earlier aircraft greatly reduced the noise and smoke nuisance as did the development of 'hushkits': Nter 1985, foreign-registered 707s were increasingly restricted in their operations to the USA, needing special permissions and being limited to coastal airports.

Even in 1959, airlines and regulators understood that there was a danger from portable electronic devices carried aboard by passengers and issued warning leaflets to passengers. The U'

67

BOEING 707/]';'0

ABO\ E: Inclusive rour operator Monarch Airlines of Luton England, operated 720s and 7()7, from 1971'0 1983, G-BCBB, seen a, Luton in 198'1, was an exAmerican 023B and 'he second jet pu rchased h)' the airline, who had previously operated Bristol Britannia turboprops, Today they operate a fleel of nearly thirty jet', a mix or Airbus types Irom the A320 to the A3:;0, Boeing' 757. and a DC·IO. Austill] Browli/The Avidt"," Picture Library

BELOW: Now known beuer for its Airb uses , Anronovs and remaining hor ... Belfast, HeavyLift Cargo Airline. operated five different 707s between 1990 and 1996. G-J-fE\ was an ex-Continental -324C and the only one actual I) owned by the airline as opposed '0 being leased in, It is seen lifting off Irorn hannon, Ireland in April j 991. Ileo:vyLift vi" ,It Aviari"" Piclure Libra,!"}'

68

IN SERVICE

A!lO\E: Braniff's 'Jellybean Jets' certainly Livened up the skies of the late 196()s and early 1970 s. N7095 was a ·327C operated feom ,VIa) 1966 to April 1971 and unlike D.1an~· other Braniff aircraft, stayed in the sam colour ~ChCIl1C (ochre) throughout. 11 is still in service with its subsequent owner, T:'VLA of Lebanon as OD-AGX, Boeing via lhE '\Jlidlimt }lirtIlTi" LiJrrl.l1j

RICH'" Flring Tiger Li 11<: only bOllght rOY r- 707< and leased a couple more, but the first one. N322F seen here, achieved" measure of fame in November 1965 III Aying ju·ouncli he world. pole 10 pole. ~~hi:-; was the firRt ci ~J'il ai rcrafi Lu do this II nd ir required add it ionnl Iuel tanks int he co bi n. The Aight (with four- intermediate Stops) look sixty-iwu hou rs ; n total, The aircr aft was gi, v en the name Tigrr:.. Poll:' CrJ! La mark the C\ClU. Dut,W# Itru Iht:.ih'I(.H.Lufl P;ctrm .. ' LlbrdTJ'

Radio Technical Commission for Aeronautics recommended that passengers not use electronic equipment such as televisions, radios, recorders or dictating machines until they could determine which devices would not interfere with the navigation instruments. Just as aircraft instruments and control systems have become so much more sophisticated. so have the gadgets passengers are inclined to travel with, from telephones to computers,

The new jets required more cabin service staff Applicants for po ition as t wardesses with merican were trained at th 'unique' American Airlines Stewardess College near Fort Wortb which featured a 'swimming pool, lighted tennis courts ... even a built in beauty parlour I ' according to 1951) recruiting material. Bui I t in 1 g:; 7, the American school was the first such institute in the world, Applicants had to be between nineteen and a halI and twenty-six years old, single, attractive, 5 ft 3 in to 5 It 8 in (.L6-1.7 ro) tall and between 105 and 135 lb 147.6-61.2 kg) in weight, in proportion to height. A highschool diploma and 20/50 vision or b tter (contact lenses

69

BOEING 7071720

70

IN SERVICE

Orpnsl r F -'1101'1' : SOul h AlriCHn Airways' ZS-CKC \\,1'1" Ih" Ii"" or LI", .. ~ ,07-344,; ordered in r'CbTU"'-Y 1958, followed later by seven further new 7117., I" 1961 ;1 inauglJ;r::.tt!d nen-stcp Johannc,t.lbury-Lnndt)li services and in 1968 L'I W~IS reregistered ZS-S.AA. 1" I ~M il was bought by Columbia Pictures and burnt out iu the rnakina oro Hlm. ~ • .P{'rlIJt1IW ria' ~PI"rrem Phlun" n1l(lty

OJlPo~m:. 1H:':1...0\.\'~ .~\.ir J.\ Ianila Interuat ional evolved Cl"On1 11 domesuc competitor 10 Philippine Airlines imo a charter arrlinc by 1<)73, when this phoro wa taken at London Heal hrow, AI the I i me I hi, 707-331 (RP·C7!)73) w._, on a brief' lease I" Egypt<li!', \u_~rUI J 'hflwn Till . \Plilh~m [l!j'lufl~ Lihr.JT'·

con s id ered Jan d a fri end 1 y, heJ p r u I personality were other requirements. Aside from such dated notions of the role of the cabin crew, Frank Del Giudice, who designed the look of the 707 cabin interior actively sought the opinions and ideas ef stews rdesses .. A.rter a II, the ,Ot cabi n is w here they would spend their working Jay, looking after more passengers than on any previous aircraft and if they couldn't do their job easily, the customers would not be satisfied and the costly jets would be a Aop.

Personal oxygen masks were new to the ,07 compared with earlier airliners, which had relied on portable bottles, obviously an impracticality in a cabin with over a hundred passengers. I'\t the time of the 70Ts debut, the major aircraft manufacturers

A.B(,')Vf ~ It is net VCF)' often rlmt you Sec two jer air-liners in fUl'"m:l!.ian, but in Februru-y 1%1 both 7{)7-·130 D-ABOG Bonn and 72(1.03013 D·AllOH Kijlll were

u ndertuking le~l f1ig,hl,~ prior to delivery to Lufthansu and the .oppnrtunili for a family photo "US taken. Apart from the obvious leag!h and engine differences, note the smaller ventral fin on I be ,lO, )"1,,, .\1 nol,,1 (:,,11,'<'1 j"" TI,,· illimi"" /'"1,, 'C I.ih"\r-"

supplied different systems with different methods of operation, On some early 707s, the masks were not always automatically deployed from the overhead unit, but were passed out by cabin staff and then plugged In by the passengers, who were using walk-around atr bottles. ~oon the manufacturers standardised on the 'pull down to operate' masks with the elastic headband in use today. Not only was it simple to use, but passengers did not have to learn a new procedure for each type of airliner they Aew 0[1,

Air outlets, lights and stewardess call buttons were provided above each seat unit, but the seats were not yet wired up with controls for these and headphone outlets as they are now. In fact entertainment was anything but personal as It was piped in through speakers above alternating rows. American Airlines pu b 1 icity s po ke of 'sc i en ti ficall y progr arnrn ed ' bac kground music 'that does not require active listening'. Among the music the AA passenger could expect were such tunes as 'You Do Something to Me', 'You and the Night and the Mu sic '. 'Goodnight My Someone' and 'What Is This Thing Called

71

BOEING 707/720

AIKWE: Onc of these Qanras fiNt class passengers eems mor impressed by the cheese selection than rhc other. but rhere were seven other course' Oil offer, according 10 the airline's publicity, even if one ofthem was only a mint. Q",,!a,/Th(" '\t'Jl1timr Piavte J .. shrtJr .. v

BELuw: Dinner is served on white linen in the first class cabin or a Qanta 707. The excesses uf the Su-arocruiscr and the g1.~eat AyinlJ boars, with thei r lounges and bats, did not translate 10 the single-deck 707 with ns cornparauvcly short sec lor lengths. Q""I<lSI Joiln S/,,,,,,I (."011."",,,, 'TII~ .-\t,ial,on 1';,-,,,,< Ui>rar.l'

BEL()I,V: Breakfast over India. "he cr-ew of this BOAC 7U7-130 were Ih~ subject of" 1963 BBC documentary. n,,· P'/"I, about the men who flew Britain's airliner •. i\! left, Captain E.E Redley, centre. Fligh' • Ilgin"cr H.l~L Leedham" nd ,·iglll. First Officer Brian \Valpolc, Jolw StroulJ C"I1,·ctlOflfTI,,· \tli~I;"u [';due, Lihro!Yy

72

IN SERVICE

AlllWE: EI AI'. 707·358C "X·ATX had an eventful career with the airline. surrel·in!! fires and n serious birdstrike while operating on fJ"cigh. services to ell' York. 'In 199-1 it was lacgcly rebuilt USlll11 components of 4X-AT before being sold to" Zni[ean company, later serving with Congo.~ir Lines. By 2001 it was ~'l'oundecl at Kinshasa being 'tripped 1"01· components. \Ii~e /1"01 es

RIGfiT: PIA lea .s cd H new 707-321 (N723PA) from P"'1 Am in October I Y59 Ibr route pnwing. Initially American flight crew \l" ·re used with PIA cnhin ""n~ h.1I local crewe were soon trained and introduced. The airline larer purchased and leased many 707·3U08 and 720s. The last 707 freighters left service in 2001. fohn S,ro.J ("nil,·, ti"'t/rl" 4,·wlimr P,,-tun' 1.",,,,,)'

Love?' One early BOAC passenger grumbled that the 'Lord High Executioner's Song' from The Mika.do was hardly appropriate as before-take-off entertainment.

Food service was revised for jet operations. The greater speed and higher capacity of the 707 meant not only less time to serve meals on any given route, hut the rapid passage of time zones made the timing of meals to coincide with passengers' need or expectations harder to meet. Airlines stressed that quality f food would not suffer but the number of cours s would have to b reduced consistent with the passengers' ability to eat them, Already aware of the need to save weight and thus fuel. aid ines quickly moved to plastic trays, dishes and condiment containers.

for the children such distractions as BOAC's Junior Jet Club were developed. 1'-Iembers were given a logbook endorsed by the captains on the flights they made and awarded certificates for every 25,000 miles (40.000 krn) travelled. This can perhaps be een as the precursor of the 'frequent flyer' and ir

73

BOEING 707/720

.-

74

IN SERVICE

OPP05fTF. \1]0', f: Most of the major ,carrie,..:s were par-t of rhc Ci,·il Reserve Air Fl."t (CR:\Fj scheme which meant rhm lh~) were hound '0 supply aircraf and crews for nlilil'Jf~ nirlifL in time of co nil ict. Pan An .. 's schcduling was particularly disrupted by the demands, of the Viemam \\'ar ancl the diversion of aircn,rt such ~l~ N7<)9PA, J"' ClippPr RlIc,r, which was a t"'llI) \\ rillen off on 2fl December 1%8 at Elmendorf Alaska while carrying frciglu bound for Viernarn. \",1",,. • .-oHccllOn

OPPOSlI-C HELO\\,: Continental Air-lines acquired nUBs in 1962, usint; them alongside 7Ui-llOs rnr trunk domesr ic rou res, In all, eighl 720s were boughl, the las' ","villI: until 1976. NSn03 was "old to Ethiopian as i\T-AFA in 1973 and In nnein!l for spares recover) ill I'JHS. j"tlmfsndl""lioPl

Miles cherries poj ular t day. Arnerican Airlines gave out order coupons for Revell model kits with their Welcome Aboard booklets. A 7()7 '.'\strojet' kit in AA livery, of course - was $1 in 1959 ($5 fully assembled).

For the less confident flyer, this was the era of coin-operated insurance mac.h ines at airports tha t would j ssue a pol icy of (for example) $62,.'i()[) for $2.50, Such schemes were revised after the 1962 Continental Airlines bomb disaster and other incidents where murder or suicide was committed for Insurance

money.

Anon; rh" 707 "ill always be associated wi 1 h Nc" York. When ,hL, photo was taken on a june c\~I"IIing in ~959. New York International :\irporl \\'R~ known tJ.1I1j; Idlewild. III December 1963 it was renamed john E Kenncd) Iruer-nnucnal Airport. Th .. imernational t rrninn! W;1~ buill in 1958 in time fo(" the iii rr ival nflhc big jet. . 'tJJm Sh'ouJ l.{lllt'dIIiPi Tlu., \t'!4.It.tttJt f'h.lUTl' Lfl"\H)

Nol aJJ passengers chose to make their journey. l\lany US airlines' 707s were part of the Civil Reserve Air Fleet which meant they were available in times of crisis For the airlift of military personnel and cargo. :upplemental carriers were smaller airlines granted licences ani [or charter services and to supplement 1 Iilitary Airlift Command (1\ rAe) in lime of war. During the Vietnam War, both types of carrier were heavily employed shifting men and materiel to Southeast Asia. \Vith the 707's adju table seating allowing for varied seat pitch, 161 soldiers could. be carried at 38-incb pitch OJ) a 707-100, meeting ;;',[AC's req uirernents,

Although it took about seven years of deliveries before Boeing made a profit on the 707. the airlines were raking in the money almost as soon as they cou ld get their jets in service.

American Airlines were soon achieving 90 per cent load factors (seats filled) on domestic routes and Pan Am were claiming

75

BOEING 707/720

76

(NSERVICE

OI'I'OSITE ,,!lOVE: Cunard Eagle Airway was a short-lived concern which took deliver, OfLWO 707--I65s in February 1962 to compete with BOAC across the Atlantic. Because of BOAC opposition, the aircrafi were put on the Bermudan register '0 allow charters from London to Bermuda vi. ew York, but Cunard withdrew from partnership with Eagle Airlines in JUDe 1962 and formed BOAC· Cunard Instead. G-ARWD/\lR-BBW served under Ill" BOAC·Cunard. BOAC, B A Airrours and Br-itish Airtcurs name' until19SI. B""jtlg VUI ,,,. Aviation Picture Llhrat)

OPPOSITE BELOW: The US Federal Aviation Administration (FAA) bought a 120"nf> I in 1%1 for training of operations inspectors and other tasks. Standards [or jet crews could not he regulated \\';1110<11 inspectors who were also qualified in large jet transports. With under 11,000 hour-s On the dock by 1984, the no was deliberately crashed at Edward. AFB LO inve ligate safer Fuel. and other .af"t)' lmprO\femenls. Bo,nng via ,lie Atritttum Picture b"brary

100 per cent on the North Atlantic run. In the first six weeks Pan Am's two aircraft, which replaced six piston aircraft on the route, carried 12,168 passengers. Before long, it was estimated that the airline was amortising (paying off) one 707 per month. By October 1959, the 707s of all airlines had carried their first million passengers,

Until the 1980s, international air fares were regulated by the International Air Transport Association (lATA). More

:\nOVE: Iraqi Airways had some of rhe most attractive 707s in service. On the POrL 'Side Oflh fuselage 'Iraqi Airways' was written in Arabic and "Iraqi' written in Roman script On the tail, When" N embargo on Iraqi Airway, Right, was imposed in 1991. several 70/s were stored in Jordan. Yl-AG E i s believed still to be there, while sister iQ7.320C YI-AGF somehow joined the Iranian Air Force. TI" A'lriatiDn Pi(.tUTO LlbTt1r_v

correctly it could be said that lATA kept fares artificially high by res ricting the availability of discounted seats to small numbers per Hight. Just after the war, a transatlantic fare was $700 coach class, but even at that price, passenger growth was 15 per cent per year. By 1951 the market was almost saturated and growth fell to 6 per cent per annum. Juan Trippe and Pan Am introduced the firs tourist-class fares in 1951, reducing a ew York-Paris flight to $487 and growth rocketed beyond 17 per cent by 1953. By April 195 , the fare bad dropped only modestly to $450, but this was the point that air passenger numbers exceeded those of sea travellers for the first time across the Atlantic. The arrival of jets with their much better costs per seat-mile continued the trend of (slowly) declining fares and (rapidly) rising demand, paving the way for the 'jumbos' of the 19708 and beyond.

77

BOEING 707/720

:\11,.\ I: "'Iriking phologr.ph of ",trig's PP-\'JA", Boeing Field prior 10 delivery in June 1960. Varig ordered three Conway-cngined 707-4-4-1s and they remained in service for nearly twenty y ·"th. Numerous other 707s, all Prall & \"h~l-ner powered, were operated over the ~·t:.arN. wilh the la~1 sold an in 1989. Biklm;! Iri(.! lilt -tt"dl rou J'u-tun- J ... lilhIY",

BEL()\\: The ad" nt of jets meant the need far upgraded airport faciLilies and rcviscd air traffic procedures. eparatjon distances b ·twe n landing: nircraf had 10 be increased flOT one thing. Here one of Qal1tll, short-body 707, drops in It> Kai Tak Airport in Hong Kong. Q.tWht.s fllrJ thl" A'llt.uimr Pi-L-1Jtn. 1..IJr'd71

78

6P

ODUCTION

Between October 1938 and 1\ lay 1992 Boeing delivered Ull 0 new and two rebuilt 707 airframe from it plant at Renton, 'eattl . :\ total of 91 H or thes were standard 707s and 720s. There were 856 707s, the same number as the total production of all models of the Lockheed Can" tellation and Starliner. and 15"-1- 7205. 707s with a military role as opposed to 7175 _(C-135s) totalled ninety-three new E-3 A\VACS aircraft plus TWO rebuilds. There were fourteen 707 tanker/transports and seventeen E-6 Hermes (later Mercury) airframes. All other military i07' were more or less standard transports when delivered and only later converted to tankers, surveillance or communications aircraft. Most 707s delivered were bas cl on h -JOI_l aid-ram (SiR airliner ), There \ ere HI civil -100 (of which thirteen were 'short body - IJ!h) and only five -200s. There were thirtyseven Conway- powered 707 -400s. The sole 707-700 was a -JOO-series airframe with new high-bypass CF:I\J engines. After a career as a demonstrator it was converted to standard configuration and delivered 0 the Moroccan government as the last

'airline' 707 in 19Y~. All subsequent deliveries would be E- '5 and E-6s.

Th producti n faciliti s in Seattle have long since turned La producing the 70Ts replacements and other civil and military jet transports. The legacy of the L:)A's first jet air liner is a world leatlership in jet development, albeit challenged increasingly by Europe's Airbus consortium. Traces of the 707 remain at Renton however. the jigs that today are used La assemble the no~ and cockpit sections of the latest Bceings, the 737 -gUO and -900 twinjets, date fr m 1957 when th y were used to align the first of the 707s.

13I:.LO\\': T'his V-I~W uflhE Renton rarnp in January P)()3 shuws, snrne of the differences between the 70;;. ill (his c usc · ·321C N765PA (cln 1857Q) and the 717 or KC·135 (KC·I.15A 62-3538, c/n 18:;11). The 70ier.shed in Lusaka ill 1'177 when owned h), Zambia Ai,\\,ay" hut the tanker Ai", on as a KC-135R wit h the q!)5th t\i, Refueling Squadron III G r- and Forks, North "Dakota.l3ocPII;! l'1,,", !ill \'t'hJ[wrr jJ['-'HH~ l.i/n"fJ

79

BOEING 707/720

...

80

PRODUCTION

)'1'0 'ITE Auove. The nose from the forward bulkhead , 0 behind the forward passenger door was one cf four sections that made up the fu elage of II." 707/720. In the centre is " no", fOT Qantas. The placard indica Les the block number, which in this case indicates -138 VK-EBB. At one lime used by Michael jackson, it was burn 1 ou I b~ sabotc u rs in N ige ria in ! 998 . .BII< i ng via 0,,· Av ialion 1'.0["'. Lib'r<ll)'

ABOVE: Early 707. come together at Renton. By 19M the average lime it took LO build a 707 was seventeen months. PaTII), owing to efficiencies brought about during t he initial 747 sales crisis, building time dropped to eleven months by 1972. Bvei'lg via r/lfl' A1I'i.ut!OPl Picture LibT(JT,jI

OPPOSITE BElOW; The nose and forward fuselage of 11", econd 707 destined for Pan Am makes progress at Renton. PA002 became 707PA and was rolled out in February L958 and delivered in December. Its fir t services \ ere actually for National irlines, which leased it for New York-Miami services in early 19S9_ ~"TQplmlf

Aircraft in the following tables are listed by Boeing Construction [umber (e.g, 17956). Gaps in the sequence are for other jetliners built at Renton, mainly 727s. Line numbers ar the construction order of the 707 17205. ! Iodel numbers starting with zero (as in 047B) indicate 720s. A B-suffix indicates turbofan (JT3D) power; C indicates convertible or cargo.

Abbreviations used in the production tables:

AF Air force

AL Air linefs)

C

Current (in service) Converted

Dl\1AFB Isr

Mil. Regn

cr.

W/O

Davis- Monthan Ail Force Base, Arizona Israeli

Military

Registration

crapped Written off

Cvt Del

Delivery

81

BOEJNG 707/720

AOOI'E: The 'joining line' at Boeing's Remon plant, where wings and centre fuselages cam" together, This early photo show the first production 707. with the second aircraft [or Pan AT" at the top. In the bay In I he left is the firtal assembly area for KC-135s. /lo.~n!:l'i" t/r.Aviation Pict",c Libn,-,y

BEt_OW: A wet December night sees most model, ofthe 707 family lined up at the [actory. 707-220. for Braniff a -300 for France, and -400. Ior Air-India and BOAC can be seen, headed by a nited Airlines 720. &""'11 V;(I ,he AvratlOn P,cture L,brary

82

PRODUCTION

I Con. No. lin

17158 0

Built as Cvtto 1stReg~n_For Del date Other Registrations Last user Fate Location

367·L ~.!OB N70700 Boeing,Jllil!.~.~d--"n/c=a - -=6.o~e=ing.__ --"S,,-,lO"'ra,_.,d __ --'-Fo"'r_,N,"'A"'SM:!!<-'S,_,""'-an".I"e. _

111~ I 121 1216 N70aPA PanAm 30 1 L58 - Pan Am WIO 17.9.65 Montlierral Antioua

1,-,-7~"",-7 _-"Z_---'1_,,_21'-- _ _,_IZ'!CI.-"6 _ _'N"'7"'07!.CP-"'Ac.._ _ _,_P_..a.,_n A",m..,_ 19,12.58 TC·JBA, H P·5SI, Hp·l00, N707",",PA"- __ ,",ln~tA",ir,-,L",e",as,,,B,,-s __ -,S",c",r. _,M-".i""am",i",S"".S,,_S _

m8a 3 121 - N709PA Fan Am li9!!l.~ - Pan Am WIO B.1l,63 EIMon MO

mas 4 121 1218 N710PA Pan Am 29.09.56 TC-JBB, Hp·700, HP-792, HP-793 E·Systems Inc Ser. 8.84 Taipei

.!.:17=S9{l'-'----=5_--'-'121 121B N711P~ Ian Am 17.10.58 TC·JB~1'illl, HP·1lQ7cc,'-'N-"45"'93"'IJc.._ __ -'E=_·=SY§=t=e=m~s =ln~c __ ~S"'c_c_r. _'S"".Il4"-"'TaJ"'pe:.:..i _

lllil.._6 121 __ 12.l.!L_l~7,"-12""P-"A __ Pan Am"'- __ 30.1~~~_TC·JBD HP·756 HP·793 HP-794 Air Asia Set 4.1\4 TaiJ1!!i

17592 13 321 - N714PA PanAm 28.08.59 9M·AQD, N)14PA, N7)4FC, N714PT. Aeroamerica Scr, B.Sl Seanle

N714FC

17593 20 321 - N71S"-'PA"'--_--'-Pa"'n,_,A"'m'-- __ -"19"'.0"'7,""59"-----'-T-"-C-.:::.JA"'H"',_"G"'41c...1:.:.7"-.4 ,,_,9,,,,G.::_-A,,,C-,,-B,,,,,C,,,,9-.::_A,,,R!1.F, __ Tempair Scr. 8,80 Bru .... s""se"'ls'___ _

~S8,_--""32._,_1 - __ ..!.N!!.7_,_,16"-'PA'_'___--'-Pa"'n'--'A-"'m::..._ __ -"'22"'.08"',""59'----'-T.::.C,-=-JA:__::N",-. N716PA, N716H.:.:H -=B""'ri!"'is""h""M""id,,,la""n,:;.d ~S=.er.,--, .",9.,,-,77~Sta"sted

17595 61 321 - N717PA Pan Am OUl9.59 - IAI Ser. Marana. AZ

17596 52 321 - N71SPA Pan Am 22..09.59 4X·BYZ. 4X·JYZ. 2",4~0 -"ls"-r",AF._ --,,-De,,,r,-. T...,8,,-1 A"'v"'iv'-- _

11597 68 321 - N.:.:1-"19"-P.:;:A __ ...:.P""an:.:.,A",m"- __ .:::.Oa",.,,,,10,,,,.5~9 __ -,G,-,-AYB~, N431MA Jet Power Ser, Shariah after 19BO

17598 70 321 - NnOPA Pan Am __ 06..,,-,-,,1 0, .. .,S=-9 _~G,--,·A,-"Y~V.::.G~N=3-,,79,,"1 G~ -'-"",-- __ .ocJe=.l~Po=. w~e~r~ln=c S=c",r. -,M""""a",m·,-,1 a=fter 1983

17599 71 321 - N721PA Pan Am 19.10.59 GaAYSl N80703 KIVU Cargo Scr. 2.83 Las.__"h""am"!.... _

~5 321 321F N722PA Pan Am 29.10.59 G,AZTG, N12JPA. Dan Air Ser. _-'I"'1."'81C--'1..0""s""h"'am"'- _

11601 76 321 - Pan Am 2J.I 0.S9 YlJ-AGA, N123PA. N7111J1 Rashid Khan Air leased Stored 1.80 Impounded. Ankara

9D·CR~TC.J~C~F_~ _

08.12.59 6-BAEl., N2276X. HK:'m. 9Q·CZK, lairan AL 9Q·CGD, 90-CJW

3Z1F

Pan Am

Stored

Kisangani. Zaire, bad condition

176C2 83 321

N724PA

mOl 84

17504 91

17605 98

17600 107

1----------------------------------

1760) 121 321 - N7l9PA Pan Am 26,04,60

321 321

li125~ __ Pan Am

12.12.2.9 _..;.T=C·-=,JAJc-=.' ,,_G4~12=7~4.~G_'·B'"'C"_'RS"_, ""9G",·A",C",O...,, N",7.=25,__"C",A'L.=6e=o=er=s,--,1 A~ir~S=e~rv_--,S~c~r. -,I=,84 Mja~1

13.01.60 Rp·C)074 Air Ma~n~illa~ __ --"S~Cf::... _,_12"".8~5~M~a~ni:!!la'-- _

28.01,60 G·AZWALN70798,HK·2410 Aero=ta~I ..;.W",-I=O -=20.12.80l!.9g.;:ot-",a, _

06.03,fiO Nl1RV, N99WT, N7211PA, AP-C911 Marcos [a'mily, reg Stored 'Club 707' bar, Manila Airport M. Cua

N726PA N727PA N72BPA

Pan Am Pan Am Pan Am

321 __ ~lF

321

Te-JAM, N729J P, N731JP, N731, N731 BA, Jet Power N7.3\J P, N427MA

Scr.

7.83 Miaimi

]l1F

17608 122

~5 1)610 37

321 124 124

N730PA Pan Am 28.04.60£·AYXR.,~N=3~76=al'L' ,-,N~70C-'76,,-,E,,-, --=cGe=n=e=ra~1 E=le=c-"-ln='c S,,,lored' Mojave, C'&_CFM5S·5B test bed

N7077~3. __ -"C""on"-!ti"",ne""o",ta",1 A,_"L"--_,_19",.O""4,,,,.5,,_S __ - __ ---:- ----"'Co-:.:nc:.tin"'· e::_:n:=IB!.:1 A_:.:lc.._ __ W=.oIO'-- __ -'O=L7.1l5 Kansas CJ!y

N70774 Continental AL 27.05.59 4X-BYA, 4X·JYA, 4X·JYB, NI96CA, Hispaniola AL Scr. 1982 Miami Is AF 009, HI-384HA

l761l 49 124 - N70775 Continental AL 16.07,59 - -'Continental AL __ -'--'W'!"/O"- __ -"22"".0""S."'S2"'U""n""io::_:nv:__::il""lec::IA'-'- _

"17""61",2_..:5,,,6 __ 1,,,2"-.4 __ - N70n6 __ Continental AL 10.08.59 4X-JYE _ __Is_r AFOO,_,_l -"S""lo"re"'d __ --"Te""I"Av"iv!._!B"'e"'n_"G""ur"'lo"'n"'bLy 9",4,--_

11613. 65 328 - F·BHSA Air Francs 21.10,59 - Air France WIO 27.7.61 Hamburg

17514 81 328 - F-BHSB Air France 12.12,59 N74615 Air France Ser. 1}6Paris"O_:.:.rlv'- _

17615 82 328 ELI NT F·BHSC Air France _.....:.I2.=12"",S,,-9 _-,4""X·_"6C!_YV",-._,,4X,,-,,,_J_YV,-,,-, "'Is"'r A,:"F_:lcc15.._ S",t=or-=-ed::.._ __ T",a.:.:1 A.:__:v_:.:iv.:=-b>y • .:.:19=98

328 - F-BH",SD", __ A",ie..r F,__,_r",an",c,,_e __ 2"'9"",O"'L"'SO'--_- -'A""ir'-'F-'-'''''''n'''ca'-- __ --''S''''c::..r. _,,3;'..16"-!.,;Paris Orly

l2B. - _:f_:·B::.:H:.::S"'-E ~A~ir~Fr:.::a~nc~e -"0~10~2~6"-0 __ _:4~X--"B~~~.4~X~-JC!_rN~ ~ls"'rA~F_:1~16.._ S"'t~or~ed.._ __ --'H~a"'tt~e:.::rim~~~rd=is~y

3ZB - F-BHSf Air France '1403.60 - Air France Ser. Marvilla 1997 after Instructional

________________________ ~---- __ ---:--------------------- ---------------:- __ ------------------=use-------- __

'-!17"'61""S_-'1""2li..__,3""2S"--- __ - __ -'-F·""BH"'S"'G'--_-'B""o""el"'nglL, __ ---'1"'3,,,5,,."'60,__-...:N,,,5"'O"'9J=K, ~N·RMO, 4X·JYN ,Isr AF 119 DER 11.95 fire dump Tel Aviv

!illQ___138 328 - F-BHSH Air France _ _,..23.,...0"",6.~60,--_- Air France W/O 7.976 CorSica [blown upl

17621 139 32E - F·BHSI Air France 11.07.00 - Air France Ser. 9.77 Paris Drly

126~51 32B - F~HS".,J,__ _ _,A",i,-,r F"'ra ... n"'-ce"- _ _'0"-'1"'.08"".00=- __ - -'A"'ir_,_F-'-'r~"-'n"'ce'___ __ --"5",,c[,,-. _..9."-,71,-,P,,,,~'is Orly _

17623 78 32S - DO·SJA Sabana 04.12.59 - Schelair Ser. IS112 Nose pres. Brussels Mil.

Museum

!lliL._ 93

17617 110

17618 III

~17"'62'_'_4 _ _:9"'-2_-'3"'29"- __ - O""O=_ .. -"'SJ"-'B'____..:S"'ac;;:be"'-n"'-a __ -...:l""5.n"-I:.::,6"'O __ -~~---:-~:---------"S=ab:;:=e,,:,na..___ WIO 15.2.61 Bws.se""ls _

17625 99 329 KC-707 OO·SJC Sabena )3,02,6D 4X·BYt4X·JVT lsr AF 1 "37.,_._I"'40.._ __ --'-ls..,_r"'Ae..F.:..14"'O _,,O"'-er.'"-.. ];",8,,--,1 A_,.v"-'!iv __

176211 118 329 - OO,SJD _-=S"'ab""e;n"a=- __ ""10:o;.04;.:,:=,80"--_- Sob_elair Ser. Brussels after 1981

]Ja27 133 329 - OO-SJE Sa ben a 08.06,50 - sabena WID 15.2.78 Tenerife

17628 ) 123 I23B_N7~lA American A_L _.fUO.5~ 5B·DAM ~rus AW WID 19.8.79 Manama, Bahrain

!l._1l2S 8 123 - N7502A American Al ~~,01.5S - American AL WID 2&.1.61 oft Lang Islend NY

1163(] 9 123 123B N7503A American AL 31.12.58 - AmeriCi)fl Al Scr, 10.77

l~sal 10 __ \_2~ _~l~B N75Q4A American Al 28.0\.59 56·DAL, EL·AJW, N223SW, Omega Alr Stored 5.90 OMAFB .. AI

17832 11 123 123B N750SA American AL 31.01.59 G·BFMI,5B-OAK, CYP!US AW __ -=Store=d,-_-",La~rn=a=caJ;yprus after 1983

17SIl 12 123 123B N7500A American AL 12.02.59 - ....:.:Am""B:;.;."""'ca",,n:,.:A,L ____;ttjO 1.3.62J~maic!l,-"B",-aVLC!.NY,-- __

17834 --'.14"----'-I"Z3'--_.c12"'3.".B_-'N_,__,7""50""7"'A __ .::_A""m""en"'·c"'a"'n"'AL"-_27.02.59 N7D7AR, N960CC __ _"S""k~s Scr. AmariJlo 1)( after 1995

!.!17_",63",5_-,1",5 __ I!.:"23"- _ _,I""23""B,---,-,N7",SO,,,,BA=.. '--_ American AL 2J.0359,_-",5B=_-""OA""P.._, E=L;.-'·A..::J""V,""G""-l""IFTc.:....____ Heavylift Cargo Stored DMAFB afterl990

~~16~_I~23"-- __ _,_12~3.".B __ ~N7~~~~S~A ~A""m~an~·c~a~n~AL"-~a3=.O~4"",59"-- __ - --"TIg.,e~ra~ir~------~S"-'t~or~ed"----__:D~M~A~F~6~afi2e~r..!.19~9~5 __

11631 t7 123 1-"'23~B"F __ NC!.7,~5~10A~_.....J_A"_'m"'e~rie"-'a"-'n-"'AL",__..23'"'. .. "'04.~.5"'-9_D·ALAM N8418 N7510A,._,_H"'K.:.<.1"'S''''8 __ .::_A'''e'''ro'''''eo''''n''''do'''r -'''S'''cr'-..., _..B",og",o",ta_,_I",!!S",8 _

m~ ~ 123 1m ~IA Am~~~o~A~L __ I~2.~~~.5~9_~~~A~LA~l~N~Il4~2~0~,llN7~5~II~AL'H~K~-~)a~W~_~A~e"'m~co"'n~do"'r ~S~U~. ~B~ar~rn~n~~~"~~~a~~~r...:.19~815 _

_,__,17~63,~9_-,3~O __ 1!!;2!C3 _~I~23O'.!:B~.....:.:N7!!5'--"12A~_-'A"'m"_'e"'ri""ca""n'..':A,.,L _ _'2'__'L"'05~.5""9 _ _'_'_N7'-"0CJ.:1 P_,C,,-, _"S"'-kyw'-"-"o::.o.rld,,_. n"'n'-- __ -"'S"'\o_".re_"d Scragged OMAFB after 1987

I n640 31 123 123B N7513A,-,--_--,-,A",m",er_,_,ic""a """A",L,___--",2.8""0",5,,,,,59,,--__,,Gcc- T"'J"'A6"',_.,G"'·,s"'-H"'O""X,..,_N"'6_:;_21""A'-- --'TIgera I r Stored 0 MAFB fo r pa rts

!!ML 36 12 ... 3. __ - __ -'-'N.,_,75"'14""A'- __ _'Am=""'ri""c""""""A"L _ _'O""5"',06"".5""9'--_-___________ American AL WIO IS,B.59 nr Calvenon, NV-or

11642 41 123 '238 N7515A AmericanAL 24.06.59 - B·oejn~~. 11~85K1D.g,,-"m,,a,,n,,-- ~~

11643 42 123 1236 N7516A American Al 29.06.59 HK·I942 Aerocondor Ser. Barranguila. Colombia, after i%'o

.ll§44 50 123 1238 N751) A Am e ric a" Al27 ",~.07"".::::59,___--"H=-Z.~D,",AT""",N2",1-"43,,,H,-- -=Es.§.:!!y Air Inc Stored Sa n Antonia trom 10,91 '"

17645 51 12!1 1239 N7!i18A American AL 31.07.59 N702PC Sk'IWorld Ser. 1987 DMAF8

_:.:17_"_64:.=e _ _:5",,2 _ _,_,12:::.3 __ 1:.:o23,,,B=- N7519A _---'A~m!.'-'e~ri"'ea"'n"'A..,_L_..!2"'4.~8.59 PH·TVA N2995~ N519GA__ Guy America Ser. 19870MAFB

17647 53 123 123B N1517A American AL 27.07,59 C·GDBIl. SA-OHD, SA·OHM, N3951 A Exalair Ser. 8.B4 Brussels, nose to Sinsheim Museum

83

.....

-

BOEING 707/720

AIlO\,E: 707. for Air France, Qaruas and Pan Am are seen lined up on a Seattle night circa August 195'1. Final completion wnrk between roll-our aod rlIst I~ight could rake up to two months. Booi~g Via tltt Aviatloll Picture Library

Con. No. Un Builtas I:vflo 1st Regn For Del dale Other Registrations Last user Fale Loc_a~
---
~~3 123 123B N7521A Am@ricanAL 14.0~.59 N752TA . MRH Leasing Scr. 4.H2 Marana
---
17649 66 123 123B N1522A America/lAL 03.10.59 N75lTA - Monarch AL Scr. 1.82 Luton
17650 67 123 123B N7523A American Al 14.10.59 C·GOBH. N311AS Aviation Sales Pres. St Lucia. sunk as diving
at1racti~ ---
17651 tz 123 1238 N7524A American AL 28.10.59 ST-AH6, 9G·ACQ, 6· T JAC, Computer Store~ For KC·135 parts DMAFB
'S-BHOY N61TA Cosmopolitan leased
17652 17 123 123B N7525A Amsrtcan Al 21.11,59 N5038, N731TW, F-BUZJ, 90·CBO, Ore s,ser I ndustly Stored For KC-135 parts OMAFB
9Q-CKP.
1765J.57 - - Cancelled AmericanAL 29.04.60 - -- - -
17658 18 131 131F N731TW TWA 29.01.59 - Dmeg_a Air Scr, JiBS iha nnon
11659 19 131 - N732TW TWA 17.03.59 - TEA Scr. 3.82 B russs Is
1161;0 21 131 - N733TW TWA 30.03.59 - Ramacor Scr 6.77 Tel Aviv
17661 22 131 - N734TW TWA 03.04.59 PI-C7071, N16648, 4X·AGT, 4X-JVI, lsr AFOO] Dast 1994 Mojave for fIlm 'Speed'
N 198CA N62326
17662 23 131 - N735TW TWA 18.04.59 N735T AeroAmerica Sec Boeina Fiel~
17683 2! 131 - N736TW TWA_ 29.04.59 HS-VGC. N194CA Rodman Aviation leased Ser. MOlave after 1993
17664 27 131 - N737TW TWA 10.05.59 I-SAVA IAllsraal Ser. Tel Aviv after 1971
17665 28 131 - N738TW TWA 13.05.59 4X·ACN DO-TEO TEA Sc_r._ 9 .B7 Brussels
17666 32 131 - N739TW TWA 28.05.59 HS-VGA. 4X·ACU, 4X·JVC, IsrAF 005, IAllsrael Scr. Laurinbery·Maxton AP, NC lor
DO-TEE KC·l35 parts
1766] 34 131 - N740TW TWA 03.05.59 4X·JYD.lsr AF 008, 4X,BYO Stored Pres. Hatzerirn ---
17668 38 131 - N741TW TWA 16.05.59 PIC70n, N 16649, 4X·AGU, 4X,J'fH, FAA Ser. 3.82 Atlanlic City
lsr AF 004. 4.X-BYH, N195CA 84

PRODUCTION

Built as Cvt to 131

Location 5.11.5U;in.inn~ti 22.4.70 Indiana olis

17718 90 430

Con. No. LJn

1766~ 43

17670 46

~71 48

17en 65

17673 59

131

131 131F

131

331

Other RegistIations

Last user TWA

1st Regn For Del date

N742TW T-NA 03.06.2_9 _

N743TW TWA 25.06.59

N744TW. __ -,-TW=A _,30",.""06"",,.59 HB·IEG, N730J)'. HK·1773J\J730JP

N745TW TW:.:.A'-- __ --"-01"'.O""8.""5S'-., _=N19n;A_, _

N761TW T-NA 2609.59

17674 73 331 N701 PA Pan Am

17675 74 331 N762TW _ _._TW=A._,___

-,--,11""67,,,-6_-,7,,--9 _--"3"'31 ----'--'N7,_,.S3TW TWf.

1167] 80 "'33'--'-1 -----'-'Ncc70"'2"'PA--'---- _ _:_Pan Am

11618 86 331, N"'7""54-'--'-TW-'--'---- __ TW'-=A,_

88 331 N765lW TWA

11~ 89 331

~ 103 331

17682 104 331

17683 116 331

176B4 117 331

176f!5 123 331

176B6 124 331

11697 39

13S

]]698 17~99 mOt mOl

44 54 59 50

138 138 138 138

17702 64

138

138B "VH-EBG

11714 170 436

17715 171 436

17715 175 436

17717 176 436

177~ 100 437

17714 1115 437

17903

loa 139

17904 119 139

85

Tel Aviv

8.3.12 Las Vegas BV 110mb, Remains to Boeing

09,10.59 ATASCO Inc, _..S~r. Easl Midlands

15, I 0.59 Caledonian AL Stored Dar-Es-Salaam

G~N1S3AB Aviation Traders S~",r. S!ans~d

10.11.59 N702TA" N702PT Monarch Aviation SCL 3_BO Slan"'st"'ed'- _

03.12.59___ TWA Ser. 1980 Kansas City

11.12.59 TWA _ SeT. 198U Oomaged 1960. Scrapped Kansas City

Fate WID WIO

TWA

tAB leased ____ fharlolla Cor~ TWA

WID SCI. WID

13.m78 Santa Cruz Bolivia

TWA TWA Pal}!\m TW~

2604,60 __ TWA __

fl6.06_bO TWA

.!1!.!!!l,60 __ N70~TA. N4=25::.:M::..A=-- ~J~_t Pow~

13.06,60 Allen AC CO_!l1 Boein

~

Ser.

N/03PA Pan A"'m __ -----'lccl ,"'I2."'5"'9 __ P'--'I_,-C"'70,_,_7""3,_"S_,,_2·_ooA"'BM"-"- ____!.Air M~,n-"il"a, -",Sc",r.,- __ -,",,1984 Manilla

N766TW TWA 11.02.60 ... TWA SCI. 8.80 Kans.~s Ci!y

N7~7TW TW~ 11,02.60 NI,-"S_:..:7A""B::t_, _:_A"'vi""at"-'io"-n_cTr_,,_ad"'e"'rs.__Scr. 5.81 Stansted

N704PA Pan Am 15,03.59 XV·NJD, N9230Z Aeratron AC Scr. 6.17 Lon~ach

___ --'-'N-'--',6"'BTW-'---'--'-- __ TW-'--'--'-'A_:___ 24,03.60 Allen AC Corp Scr, 5.82 Kansas City

--"-N7'-"S"--'9TW--'--'--- _ ___!_.TW=A ~21,,Q4JlO TWA WID 23.1L54 Rome

N705PA Pan Am n04.60 OO-SJP, 9Q·CMA, - C.F.Wiliis Comp leased SCL Seized, preserved Malaysia.

l.atsr scra~d,----- _

6.80 Kansas Cit,'-- _

17687 125 331 _i'!I70TW

17688 135 331 N71lTW

-'-'17""88'-"~ _ _:1"'36'-----=3=_'31'___3.31 F N706PA

17590 137 331 N772TW

l1S91 45 227 N7071

1 I 692 87 'l21 227 F N7072

17S93 96 2'n NI07l

17S~L 97 227 NLQ~

17595 102 22J N1075 __

17596 29 138 138B N31239

Scr.

9Y· TQQ.J'!647 57, N.!I!.LUJ/~38~2X, _--"'-='---""-'-=-"------''''''''''''''-_--'"'9"-'.Y·TtlR

9Y -TO P. N64 7 40 SHOD

138B VH-EBB

BraniH Airways 01.02.60 Boeing 20,03.59

Qantas

20,fl5.59

138B 138B 138B 138B

1m Air Le.-".8,,--S ""Sc""r_'- __ -----=5.84 Miami

IAI I srasl S C r. 1977 TelAviv

Scr. 2.81 Moses L",ak",ec_.:, W""A_:__. _

S.£I.:... 1977

Stored Southend since 1999

VH·EBA, CF·PWV, C·Ff'WV. N 138TA,

Saudi G eve rnment

~!!.AM, Nl~8MJ, H"'Z'---',1""23'-- _

N790SA. D·AOAP. Te-JBN, N790FA, NI3~_§_!t

Jaffe Group

WID

28.8.98 Port Harcourt, burnt on ground

VH-EBC __ "'Ua""n"'ta"'s 0""S""_O"'6."'59'-------'-'N191_§A _

VH-EB!l Ilam."'as'----- __ _.I""S"'07"'.5""9 _ _:G,,___-'--'AV,__,1l.=._:. N_,_..5=00JJ

VH·EBE Ilanls"'s __ -----'1""3.,vO,8"'.S,,_S _---'-N:.:.79""3""SA"',_,_,N"--'79>l=SA. VP- BjlE N793NA

VH-EBF Damas 21.08.S9 N192SA, Q·ADAD. N7S2SA, TC·JBP,

NH2SA

__ C_P Air subleased_~W:.:./D,,-- __ ---,-,7 .=2.",6S,---,V",a,_,_,nc",o-",uv""e_,,_r, -"'Ca",_n"'ad"'8'-----_

Sunnyside Hold, Ser. 1 _ _",83,-,P__..,8_:_:_ris,,___. _

Av]~ehnical Sup~ Stored For KC·135_jlarts OMAF

FBA Corp

Qanles

la.09.59

14,10.60

G·APFM G·APFN G-APFO G·APFP

N31240

N74Q14

BOAC BOAC BOAC BOAC

05.11_.50 16,11.60 0912.60

Scr. 9~ Marana

G·AWUG, NSOOJJ. N707KS, N707SK.

Republique du Congo C

17703 35 43_6 N"'l""=--24C'-1 __ --=Boeing for BOAC 0_S,05.60 --=-='-''-- SCI. 79 Kingman

17704 101 436 N5066K Boemglor BOAC 16,05.60 G-APFC -='""'--- -"-Sc"'-f.=-- __ --'-'19o-S"'O ~sed for_!leslrucUve tests

illQL_ 112 436 N5091K Boeing for BOAC 29,04&Q___G·APFD, N888N,_..W'- -"'" 8.86 fl Lauderdale

17706 113 436 N5092K Boeing_ lor BOAC 13,05.60 G-APFE 5.3.66 Mt Fuji

17707 12.7 436 G·APFF BOAC 13.05.60 Boeing Sec 5.81 Of later, Kingman

17708 128 436 N5094K Boeing for BOAC 22.05.60 G·APFG BOAC Stored Fuselage used for fire tests. Cardington

15.07.60 Boeinll Ser. 71 Marana alter SIr. since 4.76

~IiO Boeing Ser. _11 Marana alter str. since 4.76

22.09.60 Bri1ish Airtours leossd Pres" Since 6,81 Cosford Museum

2_9,09.~_0 _ __ __"-'Sr"-'i~""sh"__'A'-"i'__"rto"-"u"'rs'--'-le"'a"'se"'d'_'W""'-"O'__ __ --'-17,3.77 PIBSlWick UK

SQ·CRW, 5X·CAU, G-APFL. N9194M, Uganda Government Sterad En1ebbe since 83. To become

5X-CAU restaurenrt

.Jl.oein ... g _,S"'c"'-r. --"9"'.1"'9 K",i",og=man,Slr since B.7ll,

___ ~g_ Scr, 7.79 Kin man. str since 6.76

Boeil)Jl Scr, Kingman lata 88. SIr 3.Bl

Boeing Scr. Was ~reserved Philadelphia, screp!)!ld 10.8S

Boeing for 24.02.60 D-ABOB,9Q-CRT Pearl Air WID 9.8.77 Sana'a, Yemen. Used

__________ Lllithansa for~pares, _

17719 106 430 43""0"'F_----"-O·c:A"'S"-DC"--_--'L"'u"'hh_._"s""ns"'a'-----_--'l"'O.""03"".S",_0 __ N=6413~ EI·BFN, N90498, SA· eVA United African Sor, 6.79 Trip, spares

17720 115 430 D-ABOD Lufthansa 24,04.60 L-c:u-"'fth""ac:_ns"'a'-- __ _..!_P_;.:re"'s-'---, __ -----'-H"'a"'m"'bu"'rgo__:.I\l[po,__,_rl_--

17721 162 430 -----"-O-c:A"'S"-OF'-----_--'Lu=fth_._"a""ns,_"a'--_--'O,__,_1."', O",.6",O __ 9,_,G,---,-A",C",K .. N'lIl498 3C·ABI EL-AJ~C __ -,"Liberian Overse",a,,--s _ _,S",c":__r --"S"'.S3,,___B""o""u::_:_'""'e"'m,,_,s"'lr__,_7"'83"---- __

17122 94 437 N50S9K Boeing for 18.02_60 VT-OJI Air·lndia WID 23.1.11 Bombay

Air·lndia'- _

VT·DJJ Air-India _-'1"'S"'OI"',6"'O "--A""lr-__"Ii=ld=ia_ WID 22.6.112 Bamba'L___

VT,-,-·D""J",K,-_-eAir-lndia OHrlo:.S",-O ----'A,ir-In!li~ S"-'c"'r.'- 1:..::2=.84 Bomba"--- _

139B N74613 BoeingfWesrern 1305.60 N178PA, TC-JBE, S2·AAL. 9G-AJC. Aerocar Avia~on SCI, For KC-135 parts DMAFB

____!l.:J JAA. N778PA

11709 144 436 G-APFH BOAC

17710 1 ~5 436 G-APFI BOAC

11711 163._---"43=6 ~G'---'--A_.._P_'_'FJ'___ BOAC

17712 164 436 G-APFK BOAC

17713 169 436 G-APFL BOAC

22.12.60

Boeing/Weslern 04,05.6Q

N179PA

WID

7.4.64 New York

Pan Am

BOEING 707/720

Can. No. IJn Built as---=.CV:..:1c.oto=---_':..:s"-t '-'.Re=-ogn For Del date Other Registrations last user Fate location •

17905 114 441 N50S0K Va rig 07.06,60 PP-VJA NS9AD BCfAviation Ser. Heus!enafter4.90

17906 129 441 PP·VJ8 Varig 16.06,50 ~, ~W~IO 2l.1l.62 Um_! Peru

1c:.7"9,O,_,_7_-,8::.::~ __ 0::.::2=-2 -,N72Q.:..:IU=--- _ _:=;Un""il:::.ed::.cAc::L=---_~OI,,,,1"'0.""50'-----____ A"'v"'la"'ti"'on""S"'a""e""s __ --"S:..:c=r. 1,8Huten

'-"7"'90"'8_-'9 ... S_---'O"-';?"'-2 -'-'N""72".02U"---_-"U""ni""l.e""d~A""L __ ""29"'.0"-7"".60=---_________ "- __ -"S"'c""-, --""127_§ Minneapglis

17909 lOS on N7203U United AL 30.04..r)0 Scr, 12.76 Minneapolis

17911 131 022 N7205U Uniled L _....:.:;25:::.:.0:.::5"',50"--___________ Avijlll!!nSales Ser. lV6MinneSl1.g!is

17912 132 022 N7206U United A,"-L __ O""-9,06,SO ~Avlstion Sales SCI. lU6 Minneapolis

17913 141 022 N 7207 U Un itad AL 29.06.S0 M M Landy S C r. 6,83, Mia mi

17914 142 022 N720aU United AL 26.06,60 Aviation Sales Scr. 12.76 Denver _

17915 146 022 N7209U United Al 27.07,60 N720CC, HI-372 ___cA..o=e""ro"'-m""arc__ __ ---'Scr. 6.87 Miami

17916 147 022 N7210U United AL 05.08.60 __ A_v_ia_ti_on_S_a~le~s __ ~Scr. 12.76 Minneapolis

17917 148._-'O=22=-- N""7,_.,Z""'II,_.,U __ -'U=n""ite"'d:..;_A.:::l'--_---'1=3.=08"'.6"'D __ V"'P_·H"'C=P____ -'B""e"'I1z"'e"-'A""W'-- __ ~S"'cr-'-. __ ~2.83 MIamI

17!1.8 ""1"'52.__,3""28'-- N""50=95"'K'--_--'6""o"'e,ien,g 19.08.60 N35B34, F-6HSK Air France Scr, 9.77 Orly

t,.!.79.,1:!.9_-,1~53,,--,3~28,,-_ F-BHSL Air France 20.08,61) Air Fran£!_ Stored AF Technical S~hool, Vilganis

~59 328 _ _,_F_,-8=H",S",M.__-,-,AC!!-ir_,_,FrC!!_a",nc"",e 21.09,60 Air France W/O 3.6.62 Pans Orly

,-,17""92,,!1 __ I,-,,SO,,--,3~28,--_ f!f:707 f..BHSN Air france )8.09,59 DO·SBR, N90287 4X·JVP Isr M 120 C 120 Sgn

17922 ]51 328 f·BHSO Air France 16.0S,60 TU·TBY 4X·BYX""-'4X:;:_· .z. JY"'X=-- __cls=r-'-'A'--F-'-'ll-'--7 __ Stol!!d Ben Gurion

179<3 157 328 F·6HSP _--'-A"'ir_,_F,_,fa"'nc,,_,e.__-'0""1._,_,II"",00"'---_TU=-·TD,_.. C, F·8HSO Air France Stored Maxton NC. fur fire training

17924 168 328 F-BHSQ. Air france 22.10,00 Air France SCI. 9.77 Orly

)7S25 33 153 VC-137B 58-6970 USAF 04.0559 USAF Stored Boeing Field for Museum of

Right

17926 4O, _ __.::15""3 __ -,-VC"-·_:_o13",7"-B_,S",S-",,69,,,,7_:_1 __ -,,U,,SAF,-,!-· _ 31.05",.590:.' _lJ_~ _--,P-,-,re."s,_, __ --'--Pim~ ~ Museum

119~ __ 153 VC-131B 58-6972 USAF 3G.06.s9 USAF Stored McConnell AFB KS

179~~44 ZS"_·""CK"'C'-- __ S"'0."Uo:;lhC!.A"'fr_,,,ic""an"--_0""-1.07 .. 6:.:0:._-"'ZS::...·=:__SAA, CC·CGM CC-CGM, N90651 ~()Iumbia Picl_ur_es, __ S:-cr. afle( bumtfn film

17929 154 344 Z"-S·-"C"'KO"--_~So"'ut"'h!.!A"'-fr"'ic"'a"-n_..,,22"'.08.00 ZS·SAB, El-BFU VN·A304 3.80 Ho Chi Minh City

17930 15L_31L_ -"Z::;S..,:·C"'K=..E __ -",S",ou::,::lh",A""f-".ric"_,a",o _ _,,22,,,.0=8,60 lS-SA.f_._LX·lGW, oo·saw, 90-CZ:.cF,_---'-"'-'==-__ 89 Kisangani _

18012 57 124 N746U Continental 17.03.60 4X-JYA Isr AF 006, 4X·BYA Israel Airports Scr. PosslblV extam as ground trainer

18048 185 an

1 SO~~ 186 022

18050 191 022

023B N7527A

leased

Amerl can AL 30.07,60

Siored

18013

120 023

Engine testbed lor PW5000 and

Engine Svcs others

18022 174 023 O_n~ N7~ A!!l_erican AL 03,12.60 NIH .)g~Slar Ser. DMAFB after 90

_:_o18"'02"'3'---'-'16"'6_""02"'3,,_B ---'N7537A Americ~ '!__:_1",04"".6C!_1_-,H",K:_-1",9,_74.__ Air Trans Scr. 3.81 Miami

18024 177 0238 N1S3~A American AL 03.02.61 OD-AFIl, C·FETB ....!1!tt & Witney _~C =2,97 based Montreal

18025 __.::18 .... 0_-"02.,.3"'B -'N_:_:7""S3"'S'-'A__ 17JJ3.61 __ 00·AFZ MEA Stor~ to be restaurant, Juniyah, Beirut

1~026 181 O~23~B_-= __ -,N_,_,7-"54""O",A __ --=""-""",,-,,,,,,-_-,1=7.02.61 Oll·'-'.APN'--"-- MEA WIO 16,6.82 Beirut by shelhng

1802L..JJ!.9 023B N7S41A American AL 27.02.61 OD·AFM, C·PNX"'L______ Pratt & Witney Stored ---'B~e~ir"'ut _

18028 193 023B N754ZA AmencaoAL 29.03.61 HK-1974 Aeroccndor SCI. Barra'!!l_uila,Colombia by 87

~9 __ 194 023B __ ---'"N:.:7.543A,"'- _ _.:.;A""m""en"'·c"'s,_,_n,_,AL"-----"28"",0""3"'.61 OD-AFU MEA W/O 16.6.82 Beirut by shelling

18030 195 023B N7544A __ "'Am=Bn""·c""ao"'A"'l=--__,_,IO"'.04"'."'-SI'----'OD-AAr.EL.AKD Omega Air Scr. Fir~praclice Shannon, scrapped ~

18031 198 023B N7545A American AL 1604.61 50-SAX Somali Al SCI, Djibouti after 85

18032 199 023B __ N7S46A ~!!leric8n AL 1904.61 70·ABO Alyemda S_CI_. _ A~en, Ys.men,_alter 97

18033 206 0238 N1S47A American AL 23.05.61 N780PA, N780EC, He·AlO ,HC·BpP, tnt Air Leases Stored KC-135 parts, PhoeniX

18014

143 023

18015 18016

149 023

150 023

18017

156 023

18018 18019 18020

157 023

)58 023

165 023

18021

173 023

IM34 207

18035 214

1&036 215

18037 220

18038·40

0236 N7529A American AL 13.08.60 60·SAW,60·SAW .=cSo.."m"'o.,_,1i AL Ser. MogadIshu (badly corro~d)

a236 N7530A American AL 22.09.60 A6-IiHRJO·AC~ N720AC Air Crew Le~sLng Scr. DMAfB

0236 N7531A'-- __ A:_::m""e:::_rl"'c"'an"'A..::!l'-----_0"'1"",O""S.""60'--------"O.=;_O-AFP --'-M"'E=-A,__ WIO .12.6.8Z Beirut by sh~ __

023B N7532A_ 08.09.60 OO-AFR MEA WIO 31.8.81 Beirut by bomb

023B N7533A Op·AFS, N7533A, NlaK~ Ten miles hi"'h-'-_~S"'c[~. 7,~6 beng Beach

023B N7534A American Al 10.10.611 OD-AfT MEA WIO 1.1,76 Saudi Arabia by bomb explosion

G·SCBB, GO·SAU, C9-AAG, 4R·ACS, 4X·SMB 4X·JYG/Ol0

IAllsrael'OlO'

D238 N7528A

G·BCBA, P2-ANG, G ·BC8A, 4X-BMA, N34IA

America n Al 24.07.GO

Omega Air

Scr,

0238 N7535A

Amencan Al 23,11.60

OD·AGB, C·PNXI, N7l0PW,

Pratt & Whitney

C

023B 0236 0236 023B

",N720BG N,-'-75=-:48=A--'---_-'-'A"'m=er..::!lc'-='an~AL_____!k.(I5.64_()_QAF6

N7549A American Al 09,06.61 OO·AFO

pntencan Al 02,07.61 N781PA, N1~PA, He·AZP,

Amencan AL 21.07.61 N782PA HC·AZ!l, N782.PA

__ Cancelled

MEA

WIO WIO

MEA

Commun Trans~l:_r. lnt Air Leases SCI.

153

18041 172 048 EI-ALA Aer Llngus

18042 1._..82'-----'0""4"'8 ---=-EI'-'-A_"L"'B __ .s« Lin us

18043 t88 048 EI·ALe Aer Llngus

18044 f 78 021

18045 );79 022

1 8046 183 'il22

18047 184 022"

H a tmim museum. I AI lavi rail a r nos!l_,

For KC-135 parts DMMB

5.88 Marana, ta

For KC-135 !1,3r1s DMAF8

AeroAnlerica AeloAmeriea Fcntshi Aviation

SCI. __ --'-7=.78~B~oejng Field

Ser. S--,-.80_Bl)_eing Field

Stored Mbuji·Maji

25,lQ.60 24.01.61 07,04.61

N7_!l83, LN· TUU, N734T. N 17760 N70al. N303AS

N70a2, 9Y·TCS, N8790R, LN-TUV, OO·TEI!.. SQ.·CfT

Hp-6IlS, N37777 , N28JS,

WID

N7212U

United AL

22,12.60

US Global

N7213U United A",L._ __ 1""9""12"".6,,,-O_--,V,-,-P_,_-H,,,C..._O

N7214\!_ l!niledtlL _1o.:4""0-'-'U"-'il VP'---·"'HC=cM"" __

N72I5U United ~AL,-_-,Tl,,-,0l"l

__ ---"N""72=.::1""6U'--_-=United AL 02,02061

N7217U United AL 13,02.61

N7218U United AL 06,03,61

Belize AW ~S~cI.

B.a I ize AW Sc I.

Avlat Sales Com~ SCI.

______ -'D~oll1.hin Avia[ SCI.

N304A_S, N12IMA, HI-401 Hispaniola Scr.

Onyx Aviation Scr,

22.4.76 neal Barranqujla, Colombia

1.83 Miami

3.83 Miami

12.76 Denver

81, Hong~, Impounded Puerto Plata after 85

12.83 Miami

86

PRODUCTION

COli. No. lin Buill as C'Ilto tst Regll 'For Del date o tlte r Reg.islra Ii 0 ns last user Fate location
!J!05Jj3 IZ3S - American AL_CallcenBd -
18054 140 1238 N75Zr;A Amen",n AL 25.05.61 G-8GCT. 5B·DAO., YN·CCN Aeronica leased Stored Managua. Nicuragua 9ll lor
spares
18055 200 m VT·DMN Air·lndia 17.04.61 Air-Indio WID 24.1.66111t Blanc
18056 192 430 430F 0·A80G lu~hansa 17.03$1 N991l5F Air Sino i leo sed Ser, Ben Gurion, Israel. Nose
anached to IS070
1805J 190 030B D·ABOH Lufthansa 08.03.61 N1I13PA, HK·Sn Aviation Sa leL Scr, St Pete rsburg B 1
18058 202 0306 D·ABOK Lufthansa 28.04.61 luftllansa WID 4.12.lll near Ebersheim. WeSt
Ger!J:ran
lB059 .03 0308 D·ABOl tunhansa __ 02.0-5.61 N7B4~, HK·676, N.lB31X lnt .Air Leases Stored for KC:fli1l a rts DMAF8
1!O60 2\O_0308 O·ABOM Lufthansa 03.06.61 1l1~5PAJ YA-H~!\.NJ746E, HK1§§8 __ ASJolel .§£!:... ~mifL
18061 1~7 0418 N~141 Western AL 07.04.61 HK-723 Avianca W/D 16 .. 8.76 Mexico Ci!y
18062 204 0478 N~14~ ~_temAL 10.0561 Ap·AXQ _____fl1_ §~!,_ l)l!ils Ve_g a§:
laOSl 213 047B N93143 Western III 07.06.61_ 9H·AAKJ Nl100S AAflAllen Stored for KC-135 Ram OMAFB
18064 IS) 027 N70JS Braniff 11.01,61 N7J6T Ae rOB meri c a Scr, 83 80eing field
l00GS 196 Oll t_l70n Br!nift 22.03"&1 '~T Ae roAm elie a leased Scr. Bl Boei,!!! fielo
10066 208 Nl13 FAA 12.G5.61 N23, N2679U, Na33NA NASA WID 1.12.84 Erlwa rds AI'S Deli h e ra te
lest crash
ISO.7 lOI 1388 N93134 Boeing, for 29.0761 VH- EB H, ~Y-TO C ,. VR- CAN Euro Air Fin Stored Marana
Oantas ... since 10.81
18068 227 138B VH·EBI Oantas 16.08.61 NlOS8N, OE·IRA, Of·URA. SU·FAB. Air Crew Leo sing Scr, For KC-13S parts OMAFB
NZ45AC
10069 228 1388 N~135 Boeing 24.08,61' VH·fBJ. NlOI)BN, OE·INA. OE·UNA, Misrair on Stored 12.B7 Cairo J3ELO\\, Al R~"t"n 707 production proceeded in parallel with KC·135. (background). The 707 in the centre became N734TW' for T\oVA and tater 4_J{·JYT will> the Israel i Air Force. After rurtllcr owners it mel its end at Mojave when a

be m b-l ad en bu. was c rash ed into i 1- all part of I he f I m Speed. n. ·"dllt "'" rid..-", LLbfr..!ry

87

BOEING 707/720

COli. No. LJn Buill as Cvt to 1st Rego For Del date Other Registrations Last user Fate location .
18070 205 458 - 4X-ATA EtAI 22.04.61 - EIAI Stored Cabin trainer. Original nose to
Intre~id Mus. NYC
lB071 216 45<1 - 4X-ATB flAI 07.06.61 N32824 NI30KR Boeing, donated to LH Preserved Berlin-Tegel
18U72 252 022 - N7219U United AL 01.1261 HI-415 XA-SDL SA de Cargo EXJ1res§_C __ -
18073 253 022 22F N7220U Unite.d AL 14.1161 00- VG M, N64 696 RIB aka r sc hool Stored M I ami statio tr a intng a irfr B me
18074 259 021 - N7221U United AL 21.1161 Vp·HCN BelizeAW Scr. 83 Miami
18075 260 021 - N7221U United AL 10.01.62 TF-WB Air Viking Scr, 6.76 Rre practice Reykjavik
18076 261 022 - N7~U United AL 17.01.62 VP-HCQ BelizeAW Scr. 4.83 Miami
180n 265 022 - N7224U United AL 1O.Q4.62 - 350 Cor2 Ser. ForKC-135.1arrsD~F!l __
18078 257 022 - N7225U United Ai 24.04.62 9Q-CTM Air Charter Serv Stored Kinshasa fllr s~s
lSm9 278 022 - N7226U United~L U8.05.62 - Avia!i a n Sales Scr. 12.75 Minneapolis Sl P a u I
18080 284 022 - N72Z7U UnHed AL 15.05.62 NB2115 CaledOnia n A L ~d~ Kilimanjara. Kenya
I 81lB I 2!17 022 - N7228U United AL 01.06.62 - CAAC Stored Peking, Static trainer
18082 29B 022 21F N7219U United AL 1106.62 TF-VVA, N417MA N419MA Indian Govl confisc §cr. 8"96 Bombay
18023 209 321 - N757PA Pan Am 16.05.SI G-AYVE. N757PA N43ZMC Jet Power Set 8.83 Miami
18084 212 321 - N758PA Pan Am 23.05.61 G-AYRZ. VP-BOG, C5-BDG. N433MA, Stored Wetter.n, Belgium. lor
Nm7HD TV-AAM. TV-SBW reSlilUr3 nil
~U1 321 - N159PA PanAm 13.06.61 G-AYAG, GI4312, VP-BDF, N435MA Mr McEva_dEjr Ser, 7.B4 Dublin
---
18086 245 059B - HK-724 Avjanca 0811.61 N4451B Avianca Scr, 11.85 M@mi
-
16G87 249 059B - HK-725 Avianca 16.11.61 - Avianca __ W{n 27 .1.80 Quito
18154 226 026 - N7078 BraniffAW 09.08.61 N730T Aeroamerica Ser, 23 Boeing Field
18155 225 025 - N8701E Easlern AL 14.08,61 ~O-TEA TEA _~Scr. 10.BO Brussel§
18155 232 025 - N8mE Eastern AL 25.08.61 NIOVG AmTransalr Scr. 78 Indianapolis
18157 233 025 - N8703E Eastern AL 02.02.62 OY-DSK, N3124l AI Muraibid lsi!!ll._§cr,_ as tutcn, im~ounded
18158 234 025 ASW N8704E Eastern Al 20.09.51 LN-TUW, N8704E, N3183B. N40102 Boeing Scr, 8.71 Kingman AZ
test ---
18159 235 025 - N8705E Eastern A.L 27,09.61 OY-DSt, N7229L. VT-ERS Continental Aviati~ _Stored Nagpur
--
18150 236 025 - N8706E Eastern AL 17.10.61 HL7402 Korean AL Stored Seoul, cabin tralnsr
18161 239 025 - N8707E Eastern AL 17,10.61 DY-DSM ConBir S~I. 7.84 Co p enha9.en
18162 240 025 - NB70BE Eastern AL fr8.11.61 O-ACIP, VP-YNL, 9Q-CTO New ACS nn Srored Kin sha sa lor jJ a rts
18163 241 025 - N8709E Eastern AL 23.10.61 O-ACIO NI5VG N870SE TF-WE TF-VLA Eagle Air SC~ 78 Kef1avi~
18164 242 025 - N8710E Eastern AL ~.10.61 H17403 - Boeing ~cr. __ 80 Kingman AZ
18165 250 0688 - N93136 Boeing, 10 Saudia 20.12.61 HZ-ACA. N262BY Sonico Inc Ser'-. 10.~2 Moses Lake
18166 251 068B - HZ-ACB Saudia 29.12.61 - Overseas Int Scr, DMAFB
Distribution
18167 221 047B - N93144 Western Al 11.07:1l1 9H-AAL, N2IODS, AAR Allen AC SCI. 88 Marana
18240 246 025 - N8711E Eastern AL OS.01.62 D-ACIR, AT Dominicans leaS9Q Stored Port-a~.:Prince, derelict
18241 247 025 - N8mE Eastern AL 13.11.61 OY-OSp Conaor Ser. Danmarks Aygvermuseum,
before 97
18242 248 025 - N8713E Eastern Al 2211.61 D-ACIS VP-YNM - Air Zimbabwe nn Slore~ Harare Cabin Trainer
18243 254 025 - N~lliL_ Eastern AL 08.12.61 OY-DSR Conalr WID 13.8.74 Copenha.!l_en ___
1B244 255 025 - N8715E Eastern AL 16.1161 D-ACIT, VP-YNN. 2-YNM Air CharJer Zaire SCi. 8S1B9 spares at Harare
18245 264 328 - N93138 Boeing. to 01.0162 F·BHSR. F-BHSR Air France Scr, 4.77 OrlV
Air France --
18246 269 328 - F-BHSS Air France 16,02.62 4X-BYK,4X·JYK Israeli Air Force 118 Derelic~ Dumped beside Route 90, Israel
18247 274 328 - F-BHST Air France 09.03.62 - Air France WJD 22.6.S2 Guadeloupe
IB24E Z58 030B - O-ABON Lufthansa 05.01.62 N786PA, HK·749 SAM leased from Pres. Bogola Museo de Los Ninos
__ Avianca
18249 262 030B - D-ABDP Lufthansa 12.01.62 - - lufthansa WID 15.7,64 near AnslJa~h, West
~man1
18250 263 030B - N93137 Boeing for lH 23.03.62 O-ABOn. N787PA, JY-ADS, AP-AZP PIA Stored Funfair Chilton Beach, Karachi
18251 273 030B - D-ABOA Lufthansa 26.0162 N788PA,JY-AQ.T. 9L-LAZ, N720BC Boreas Cor Scr, For KC-135_]srls DMAFB ___
18334 229 138B - VH-EBK Qantas 29.08.61 9Y-TDB, N58937, CN-ANS Mora c can Ai r Fa re e Stored Rabat
12335 268 321B - N760PA Pan !'1m 15.06,52 BH707S, N4605D E-Svstems Ser. 6.a5 Tai~ei
U133. 270 321B - N761PA PanAm 13.06.62 R P-C7015, N944JW lnt Air Leases SLared For KC-135 Harts DMAFB
13337 m 3218 - N762PA PanAm 12.04.62 HL7430. N762TB Aviari a n Systems Scr. 10.84 Marana used for spares
13338 287 321B - N753PA PafN!.m 01.06.62 N1S3W, Nl1IMF. N98WS.JiZ-TAS Prince Turki Scr. Manston after 90
18339 292 3218 - N754PA PanAm 01.06.62 N764SE OE-IEB N897WA, Dmeg!Air Stored For KC-13S parts DMAFB
18351 211 051B - N721US Northwest 22.06.61 18351 Taiwan Gvmt Pres. Kangshan AB Museum
18352 218 051B - NmUS Northwest 21.06.51 SX-DBG OIYmm~ Sar, ~I Athens
--
183'53 219 0518 - NmUS Northwes1 11.07,51 SX-DBH Olvm~icAW ...J..cr. ___ 81 Amens
lB3~ 224 0518 - NmUS Northwest 26.0761 - - Northwest W/O 12.2.63 Near Miami
18355 231 051B - NmUS Northwest 31.0E"61 SX-OBI Omeqa Air Scr. 7.85 Shannoll
18356 238 051B - N726US Northwest 05.10.61 SX-OBK OlymplcAW Set Bl Athe_f1s
18357 272 - 4X-ATC EI AI 13.02.62 9Q-CPM 9Q-CWR Wolf Aviation ScI, 26 Kinshasa
)8358-59 46-3 - - - Ghana Airways, - - -
-- cancelled --
18372 271 465 - VR-BBW Cunard Eagle nOZ.62 G·ARWD B~ Scr, Kingman AZ
18373 302 465 - G-ARWE BOAC}Cunard 07.07.62 - BOAC WID 8.4.68 London Heathrow
--
18374 223 329 Ell NT OO-SJF Sabe!].L 16.04.62 OE-LBA, 4X-BYl, 4X-JYL Israell,8ir Force 128 Stored Tel Aviv 88

PRODUCTION

Ist Regn F-BHSU N720V

For

Air Franee 11.05.62 Pacific Ncnhern 23.03.62

Del date

N720W Pacific Northern 18.04.62

AP·AMG PIA 21,12.61

Ap·AMJL_ PIA 19,10.02

18412 18413 18414

330 334 275

Built as Cvt to 328

279 062

2as 062

m 0408

321 0:.c4~OB,-- _

:m 040B~___ AP·AMJ PIA

222 051 B N79 j TW TWA

223 051B N792TW TW~ O£®_!1_____I'l1~1US, G·AZKM, N2466K Jet Charter Service

18383 230 051 B N793TW TWA 27.08,61 N732US, G·AZNX. N24666 Jet Charter ServIce

~?7 051 B ~794TW Tytf!, __ 30.09.61 ___lll._33U.§., OY·APZ. OO-TYA, N720GT. N7Z0H Hone\'Welllnt

18385 m 1318 N746TW TWA 29.~3,62 TW3 _

18386 280 131B N747TW _----'TW_,_" c_:A__ 10.04,62 TWA

18387 286 1318 Nl!8TW TW,-"",A::.__~_30.04.62 TWA

18388 291 -'.13::.:1=-B N749TW TWA --'1=8.0=5=.62

18389 294 131B: _,_,N7_§OJW TWA 23.05.62

l&m 296 131 B N751TW TWA 3LQ!!:§1_:_

18391 299 131B N""7,,,,52::.:TW-,-,--, __ TW'-'-'-CA 16.06.61, _

18392 301 131B N754TW'--_-'-TW!"A~ 2B.06.62

18393 306 1316 N755TW TWA 23.07.62

18394 308 1318 N756TW _,TW.=Ac___ __ 02.08.62

18395 309 131 B N157TW TWA 01,08.62

18396 311 131 B N75BTW TWA 21,08.62

18397 312 1318 N759TW TWA 29.08.62

t839~.1L N76UTW TWA CANe 131B

18400 313 131B N78,_,_ITW"'--'--_----'-TW""'. A'-'-. 31.08.62

~3~15_~13=IB N782TW TWA 21.09,82

316 _!_3lB__ N7a3TW TWA ~.09.62

317 131B:__ _:N,,_,7a4TW TWA 2a.09,1l2

318 131 B ______!>ill_5TW TWA 12.10.62

~05 ~31B N773TW TWA 11c0A:63 __

320 331B N"-77""'4TW-'-'-'-- _ __,_TWA

----"3""23,----,,,,,33,,-,I.B N775TIJV TWA

326 3318 N716TW TWA

331 3318 NnaTW TWA

18410 331 3318 TWACAN",-C __ -

18411 266 436 ----'G"""-ARRA BOAC

436 ~RR!l' 80AgC,l!nard

436 G·ARRe BOAC/Cunard

437 . VT·ONY Air-India

184IS 282 437

VT-ONZ

\8453 18579 \8580

3308 me 32lC

O-ABOT __ ---'.CN=765PA N766PA

363 332 336

18S81

347

027

N70ao

Other Registr~io_l!!___ CN'R~A, N707RZ

N301AS

N302AS

9H-AAM

....

01.\1.62 _

23,01.53

~3.01.53 ___ =21.02.63

Continental AL 30,04.62

Continental AL 27,05.62 ET-EFK, N550DS

Continental Al 20,06.62 ET-AJA, N769BE

Continental Al 09.07.62 IT-AFB, N770BE

Northwest AL 25,~X·OBL

AIr-India

16.02.62

12_02_63

15.03.63 01.03.62

lZ.04.62

15.11.61 13.12,61 10.05,62

LufLllansa

USAF 09.1 0.62

lufthansa PanAm PanAm

Braniff AW

N28714

N44650

OY·APY, G-BHGE, TF-AYC DY-APW, TF-AYB

N73H N321E

Na498"'S _

N849aT, N""'42""2S""Gc___ __ HZ-NAA_. N2143J, N720JR .

28.02.63 O·ABOV. CC-CCG

4X-BYM,4X-JYM

!l5J1lR_

OHa.63 G-BEBP

02.05.63 5X·UAL

12,05.16 N733T

89

Last user fate Location

____§ateway AC LC Scr, 3.8_5 Ft laude~dale

A.iat Sales ComQ Ser, U4 MiamI

,A.eroAmeric,,_a __ -,S""cr. 11.78 Berlin- Tempelhol

.p)r Malta Burnt Fire practic.", tuqa, MalIa

PIA W /0 20,5,55 Cil ire

In! Air leases S",er'-.. For K~-13S parts OMAfB

Jet Charter Service Scr. F_or KC-135 parts DMAfB

Scr, For KC-135_parts DMAFB

~r. For KC· lliparts OMAFB

C Fitted with AS 977IAJXI engine

Scr, For KC· q~parts OMAfB

Scr, For KC-135 parts OMAFB

___ ""SCI. For KC- \35 parts OMAFB

Scr, For KC-13S pans OMAFB

SeL For KC-135 parts DMAFB

Stored ~.:J~parts OMAFB

Stored For KC-135 parts DMAFB

Scr, For KC- \35 parts OMAFB

§cr. For KC-135 parts_QMAFI!

__ ---'S""tored For KC-135 parts OMAFB

WID 16, 1.74 los Angeles. Dismantled for spares

Sto'".o:_d __ -,-For KC-135 pans DMAFB Ser. __ Fo_r_KC: 135 parts OMAFB

AirXport

EaSlem Orient AL Scr,

US_AF___ Stored

B oe.i n 9 Mil itarv Ser,

JAR Air Services C

F.P.M&G,MJ!l!!1L_ Set.

Sheikh K,Adh ... an..,l_---'C'----_ WID Stored Scr; Scr, Serf WIG Stored Pres. Pres.

TWA TWA TWA

18416 288 024B N~72!!J

18417 295 02",4,::.B___ N51202

18418 300 024B 1'157203

1 M 19 304 0248 1'151204

I~~O 243 0518 N727US

18421 244 051B N728US NortnwestjlL

",184""2",2_-,2,,,5,,-6 _ 051 B N1"_Z"'9"'US"-- _ _,N_,_,o",,rthwest AL

1_!!423 2E9 027 N7079 __ ---"'Br-"a~iff

18424 ~5~B 058BF 4X-AB.A EI AI 23,06.62

18425 290 OSSB 4X-ABB EI AI 30.04,62

lB451 3Q7 047B N93145 ~ester~ 27.07,6~

13452 310 047B N93146 Western AL OS.08.62 N92GS

184~ 314 047B N93147 Wester""n,:::A=-l_--",28",.0",,8.62 Hz.KA4

18454 319 060B _,.ET·AAG Ethi~ian Al 02.11.62

18455 322 060B ET·AAH Etllio~lan AL 30.11.62 N330DS

18456 325 32BB F-BHSV Air Fran_!:9 15. tH3 4X-ATE

18457 327 328B F-B",HS",X:___-,A",i'-'.r France 17.01.63 _lU-TXA, TU-TXB

.lcc84=58~~32S 328B F-BHSY Air France 17.02.63 TU-TXF. TU·TXJ

18459 335 328B ____f:§HSZ Air France 30.03.63

la460 328 329 EC·707 OO·SJG _..S.","h""en""a'--_--'19.01.63

18461 3Q3 3538 VC-137 62-6000

18462 333 3308 O-ABOS

TWA

TW_A_ TWA TWA TWA

___ ----'-TWA TWA

TJI""Ac___ __ TWA

TWA TWA TWA

___ TW,,_,.A TWA

TW,_,_A'---- __ TWA

TWA

Coastal AW Boeing ___ -'New ACS Allen AC

Air-India

Allen AC AAR Corp Boeing BoeinR

____ OlympIC AW

MEA leased AAR Allen AC TEA

TRATCO TRATCO

TRATC,,,,,O _

Israeli Air Force 131 USAF 89AW

LAN Chile

Luft!J~nsa

Dan Arr/lAS Cargo Ronarr/Uganda Al

Ae roA m e rica

13.10,83 Perpignan 9.79 Kingman, AZ

Fer KG· 135 parts OMAFB Hther cabin trainer Bombay or _---=-S~=r_,.lsea 18415')

Eirher cabin trainer Bombay or Scr Isee 18414)

Scr, Miami after 3}6

__ Scr For KC-135 parts OMAFB

~ For KC-135 parts OMAfB

SC[. FOI KC·135 parts DMA!.~ __

Stared 81 Atne n s

Sror""ed'----_--'ForKC-135 parts DMAFB

Scr, For KC-135 parts OMAFB 4.82 Bournamcuth DfI.I1~FB t~lete

For KC-135 parts OMAFB Operated lor Mali Government 11.96 Miami

Scr, Set __ ----"Ser,

Swed Scr, Stared Stored

Sterad Scr.

Jtored

§~_r._ Scr,

Scr,

W/_D_ W/_Q___ WiO

Scr,

For KC-135 parts OMAFB For KC-135 parts OMAFB For KC-135 parts OMAFB for KC·135 parts OMAFB. ror KC· 135 parts OMAFB For KC-135 parts OMAFB

~-115 parts DMAFB For KC·135 parts DMAFB For KC-135_flarts _QMAFB For KC-135 parts OMAFB

9, LSa Beirut

For KC-135 parts OMAfB __ ----'-'11.89 Brussels

____i_83 Lu_xJ!mbourg

9.83 l"xemburg

4.l2-69 Caracas

Tel Aviv

llSAFM, OaY!!J:n OhiO

Musso Naeicnal dB Aercnautlca Chile

20.12.73 New Deihl

14,5.n Lusaka, Zambia 1.4.79 Enlllbbe, Uganda by

~~ngtroeps 6.81 Boeing Fl a I d

BOEING 707/720

7

/'

-:

'-\UrlVl:.: A line-up of 707-131. [r0111 TvVA's February 1956 order arc shown lined up during final corupletion nearly three years later. Most or these aircraft. were old on in the early 1970s and passed through the hands of Israel Aircraft Industries at one time or another, Tlw\t1tdtion Picfun! LII,rary

Con_ No, lin Buill as Cv1 10 tst Regn For Last user Fale Lacatiun
1851R__ .~44 373C N3J_JWA World Airways Saudia Stored Damaged, Jeddah, since 7]
18583 34.LillC N374WA World Airwa~s 22.08,63 HZ-ACF, 02-TA~ 02-TOG Ang!lla~Ai[_C.!1an Scr, 2,93 Manston
18584 342 3518 N351 US Northwest Orient 05.06,63 VR-HGH, CC-CCX LAN Chile WID 3,B.78 Bu~nos Aires-E,~
18585 343 ~ N352US r--J_orthwest Orient 19.06.63 VR-~GI, G-BFBZ Angola Air Chan Scr. ~m
18586 345 3516 N3S3US N ortnwesr 0 n a nt 30.07.63 ~-H G 0, V R- CAO, N6S1 TF, N351 SA, Omega Air Stored Southend
EL-SKO, [i·BSZA, VR-BMV, VR-BOR,
HZ-SAJ<1. P4-FDH, N707CA
18587 340 0248 N351SR Continental AL 30.07.63 Allen AC CorE Scr, before 3.76
18588 337 047B N9~1~ WastarnAl _!!.3.0U3 5Y-BBX KenyaAW Stored Ground trainer, Nairobi
18589 338 047B N93149 ~~ternAl 24,04.63 AP-BAF PIA Ser. 82 Ksrachi
18590 339 047B~ N93150 Western Al 02,05.63 AP-AXK PIA WID 8.181 Quen~, Pakistan
18591 341 321C N7§]PA PanAm 0) .06.63 G-BEAF, lV-MSG TAA leased _~Scr, 91 Buenos Aires
18592 Pan Am, cancelled
lB685 359 3288 F-BLCA Air France 13,q1.64 TRATCO Ser. 11.83 luxembourg
18686 360 328B F-BLCB Air France 30,0\ ,64 TU-TXl, TU-TXM, 5R·MFK, 5A·OLT, Boe in 9 Millt.! ry Scr. For KC·135 parts DMAFB
--- SU·DAJ, N8365B
18~ 351 051B NJ34US Northwest 22_1o.§~l\::9BM Oil'll! .ie AW Set Bl Athens
lB688 361 0518 N735US Northwest 23.01.64 SX-OBN, VN-BYI, G-BADR, N82150 Air Cr@w Lea sin 9 Stored For KC-135 parts DMAfB
18689 35.~ __ m_c N7555A American AL 19.11.63 G-WIND, J6-SLF, N90lRQ, EL-JNS, El-ALI Daallo AL C
18690 356 323C N7556A AmericanAl 13.12,63 G-SAIL Tradewinds AW Stored Lasham, UK
18691 357 323C N7557A American Al 20.12,63 5X-UWM, [i-SFEO Tradewinds Stored For KC-135Jl:arts DMAFB
18692 358 323C N7558A American Al 31.12,63 N309El, C P 1365 lAB WID 31,891 Dothan AL In hangar flre
90 PRODUCTION

18710 18711

352 351B

370 331C

lS717 :>66 321C

18m 368 321C

18737 377 348C

187:re 355 373 C

1873'.1 18740 mJ45 18146

18141 18748

N793PA N794PA

TWA TWA

20~.64 12.06.64

N131 EA, 84· 1398

TWA USAF

WID Stored ~cr. vttrL

Scr,

2E.7.1)9 Panoma NJ

B a sa d Tinker AFB, 0 K WHERE

_ll3.92 near Alh"'e"'ns"--- _

Manavs

31 ,3.92 lstres Fr an ce

NB8646 N356US

N357US N358US

NorthwestC M e nt 18.04.64 NOllhwest 0 ri em 29.03.74

18749 374 047 B N93151 Western AL

18J55 383 331C N791TW __ TWA

Imi7 387 331C N792TW TWA

!~7S~ ~91 I~I ~ !'l79STW TWA

~18~~=9_~3~~~~1~31~B_· ~N~79~ TWA

1871i0 3!1'.l 131 B N79JTW TWA

Con. No. l/o,----='B:.::u.:..:ilt::._:a=::s:......::C.=.:Vi",':::_O _'.:..:s:..:.I"'R.=ceg"'o:...__:_F.=:or'--- -=D"'e.:.:' d",a",te:::., ---=:..:.::.::::....::==== --=La::::s::_t=us:..:ec:_r -'Fc..:a"'te:.._ __ _:L::::o"'ca"'l::.:io"'o'---- _

1811.93 348 351 B N354US Midair Sc~ Ul3 Sir tasharn

18694 353 441'----__ pp·VJJ Vorig Blue Al Stored Gomo, Zalrc=c8 _

18707 349 373C -'N...,3."'75,_,_W"'-A:...__-'-W'-"orld AW 26.09.63 :..._ -'.TA=M,Pl<_ Cojombia.""ls'----'-'W...,IO'---- __ --""'4.""12.83 Medellin

187!l_8 375 3a7B Vf.DPM Air·Indi~ 25.05.64 Omega Stored For KG·135 parts OMAFB

18709 350 Jl3C N78!J1W TWA 18"11.63 HK·1.Ei06, HP101l], HC·SLY SAETA Scr, 7.93 QuilO

N350US No_rthwes!Jlri.ent IIIO!!. :11:: !Jl18, G·Bj:g& 1828 __ Allen A~_ C9!Jl Ser, 5.8JiTaipE!_i

N7116TW TWA 25.04.64 mOOAN, CC·CEA, PP·PHB, Skymasler WID 7.3.01 Sao Paulo OB·1695, PT·MST

Ism 373 331 C N787TW

18713 378 331 C TC·18E N788TW

18714 362 321C N790PA Pon~m __ ll.Q2 .. ~ HK·ID8JE:.AEA..t!~.~VV,HK·~3J TAMPAlea;ed

!E!L_]G4 321 "'C ...:.N:..:.J9"'I.:_PAc.:__--'-Po"'n"'A.:::m'---- __ .=:20"'.03""."'54 _____!l;~!J791 PA, SH~ __ Galden Star

18716 afi5 321C N792PA Pan Am . 21.03.64 JY·AED, JY·CAB, 4YS·CAB,J6-SLR, Atlanl;, AC LC 1fJlY_E,j:~CPQ,_HI596CA, ~li!51 HR·AMX

Pan Am 03.04.64 G·BGIS. 6·TRAO, HK·32.31J!.2·F ... V Air Na~Qia

Pan Am 30.04.64' N794EP, N794RN, G·BFZF, 6·BNGH, Kabo Air CargD

5N·MAS

C WIO

3B5 13BB

388 138B

3BO 0408

367 351 C

__ --"'Et""-A.:::M....,W'"--_~A_"e"_r!Jlli!!!.s 10.06.64 LX-LGVLcl·AMWc70·ACJ Alysmda Stored Reotauram no wings, Damascus

N790TW TWA 23.12.63 TV!f._fl,_ ____11jf)__ 30.11.701~Avi~,,--- __

VH·m'"'L'----_-===-- __ -'I..oc9.ocOB"'.6"-4_~N"-\""07'-'B"-NOL, P,-,K-,--M=BA""-'.Nc..·!t,,,=.D -=O""'m"'a9..,a'-'.A""'ir --=.Sc"'-r.'--- __ --'-'19"'93=..cS'-'.h"'~"'nn"'o"-n _

1!IJl.!!Jl.4 _~ !.0.~8J11,JN707XX, mOJJT

28.04.65 A.~TQ _

NOl1hwest 0 r i ent 09.04.64

369 351 C

379 351 C

18761 3:95 131 B

18762 396 131B

18J 63 382 9248

18764 399 131 B

18765 371 321C

CF·PWJ, OO·ABA, C·GAYO, 5A·Olz. Gas Air Nigeria leased WID

5Y-AXC ... N8163G, TF·ANC, 9~·HCA, 9~·RI!Q

VR-H~ 5X·UAC, N21AZ, CC·COI, ZCWST Grecoalr Stored

VR·HHO, VR·CAR, 3X·GAl, N I SAl, Oavid Ickcph Slmd

__________________________ ~C,C~-~CC~E~,D~2~~~O~R,N~I=8Al=- _

21~AP_·A~X~M"__ ~A~TA~S~C~O~Le~~~si~ng~ __ ~Pr~e~se~~~e~d __ ~Ka~f~a"~h~iP~la~n"'et~~r~iu~m:..._ _

06.0864 NS791 Bc~l!'.~ilitllry_ Sc,'"'r. -'F-"o'-"rK:C~'""_'!5 OMAFB

29.08.64 T. n·2 Spanish Air EQrce C 451 Esc. Grupo 45

29.10.64 TWA Stored For KC· us parts OMAFB

13.1164 TWA ~r. FDL.!ffi·135 pa!1sJ1MAFB

10.11.M TWA Stora d San Fro nclsco for Ii re d~partment

TWA Scr. For KC·135 p~1IS OMAFS

N79BTW ~799TW N~?Q6 N779TW N795PA

18766

N796PA

18767 Imo 18792 18793 18808 18alYl 18810

372 mc

..l!' J:1.rl Tr a volta .t.

ATASCO__ __ __8,r.

TWA 31.12.64

TWA 23.12.64

Co ntin~ rna I ~L 2~0l.64

TWA 15.0\.65

Pan Am 30.04.64

1986

29.4.92 Lagos

Johannesburg Addis Ababa

N") 9SRN, G -8 EZT, S U· BAG, SA· D H L

P~~Am

HK·I849, N86SBX, HR·AMZ, eX·BSe, ________ ---'PHCG, CX-SSS

JY·AEE

09.05.64

376 321 C NJ97PA

39t 321 C N 798 FA

lSI 051 B NJ36US

384 051 B N737US

.'\!l4 __ 338C VH·t!!N_

407 3:re",,=-C -'-V"'-H·.=E=.BO=-- __ UC""a"""'n"'tso=_s 05.03.65

4:re 338C VH·EB P Ilantas 11.08.65

IlaalH 300 0478

118819 398 330B

18820 18824 18B25 18826

!!!I27 IB_!!28 18829 18830 laBOI 18832

401 397 386

047B 321C 321C

N93152

O·ABOX

N9315L N799PA ~.m?l_ Nl7322

3B9

321C

N3154

P~"Am

2105.64

PanAm ~.12.6!. Northwest 0 ri ant 21l. 06_64 NOllhwest 0 "i e m 27.06.64 Ua nrs s 09.0g,65

OY·APU, G,·BBZG, TF· AYA

OY·APV,. TF·AYD, N7JlBE 9V·BF!Y,_N707GB,..!:!K·3ll3C, F'T·WSZ 9V·BFN, N422>J .. 5N·ARIl

NI479l, SU·SBA

Western AL

AP-AXL

Stored

W~ernAL PanAm

25.0964

10.01.65

VP·WKR,Z·WKR,5¥·AXM

21.0l}15 __ TF·,YLC 3U2.64

TWA SCI. for ~C·135 parts OMAFB

"\!len AC Cor,,-p __ -'S"'(:"'r, -'-'lIl1er n6

TWA Stille d For K C· 135 po ft. 0 MAFB

Jamahiriya AT nn Scr, Tripoli after 19B8

UbVEn Arab mgd Iranscontinental Sur Stored lea.ad

Montevideo

A"~ WID 3.8.75 near Agedir

fan Am WIO _j_2,6.@_Cal.cutla

~Xport Stored For KC·13S parts OMAFS

Boeing Mil~alYL..__--",Sc"",r.,---- 2""2=.2",.9,,-2E,,-,v,,,er~etl-,,-- _

S~mast~r AL C

WHO Scr.

Farner Air SelVice Pres.

PIA

Pres

Manston 01

Restaurant, Movenpick Hotel Caire Air~ort

Pres, 8.86, lus e I a Q eo nly ~h~eln at ! e e n

N~ifQbi

~~.hi."y-",us,-- Sc",-r,,--- 6,,,a,-,O,,,S,,t,a,,,"st,,,',,,ed,--- _

Pan Am W/O 26n6tl Elmendorf AFS_ AI~ska

D.AS Ai r~ rgo. W 19 2511.92 Porll:la re 0" rt, Nt] e ri~

___ Pacinc West!!!n WID 2.1.73 near Edmonton

Eagle Air Ser. 11.82 Shannon

________ --"My_ WID 1.8.82 Beirut

RACE AVl Stored For KC·I35 parts DMAFS

_ MfA Stnred Be i rut

Scr, For KC ·135 pa rts 0 MAFS

c 0 minen III I Al 2.I.O~.~4 B .. l ~f' N~a7 At., 5X - OAR

~"linental Al_17.09.6_4 _ CF·!:._WZ

We ste rn ALI 0.03.65 rr- VLS

N401PA

Western AL Western Al Weslern AL

J9Jl.515 _O'p-AGG

01,00.65 eX·SOG

I}:06.~E.. a O· A G F

OH14.65 05.02.65

SeijgreenlAfric"n I nta matlona I

N4450Z Avjanc~

EI·6KO, VN·A305, VN·Bl ~ 16, VN·81416, DAS Air Cargo

5X-JCR

Scr, Fw KC·la5 parts DMAFB

18m 405 3'1:1 B N402PA Pan Am 17.02.65

1883!_ 400'-----"32"'I""S -'-'N4""O""3P..:.A.'---_-'-P""on""A""m"-- _ _M,02.6~ jJ:.-o/!>§,_Nj519W

18835 408 321 B N404PA Pan Am 05.03.65 N2138r

111636 409 3~18 N405PA Pan Am 10.03.65 re-JBT. N5519U

188"37 411 321 B N40SPA Pan Am 1I:_0iJJi.5 UJ.Q!I,IJ'·!!.SGT, XT·A",B",Z"" X",T_.,·B,_..,S""H __ -=E",gu",lI=to,,-r B",a",o""k __

1&838 412 3218 N4n7 PA Pan Am 26.03.65 P ~n Am

410 423 427 429 414 403

O.'!l_B 0476 0418 0478 05SB 321B

N3155 N3156

N ava 8 ro Avt Corp ATA SC 0 leasi ng

Stored Ser.

Fo r KC·1l5 pa rts D MAFB For KC· 135 parts DMAFB

For KC·135 parts DMAFB For KC·135 ~alls DMAFS 17 12.73 Rome bV terra rlsts

Air Force S s..l!m~ Cmd SIO~ Boa!!!il pa lIS Store d

~r.!!L WIO

91

BOE1NG 7071720

Con. No. Un 18839 m

Builtas Cvllo 3216

Omega

Stared

18340 418 3216

1~1 us 321_!j

18842 421 _B_!!__

18873 402 3376

J 8aao lli..___]4~ G

18881 436 mc

1llSR_ 420 1236

1SS83 422 1236

~84 426 1238

18885 432 I 23B_. __

1 B886 43fl 324C

18887 431 324C

18S8a 425 351C

18889 ~51C

18890 416 329C

18891 441 344B

!.ruL 400 331B

L8_914 415 33IB

18915 424 3318

18916 455~

18917 460 331B

18918~ 3318

18921 1892"

440 444

351C 351C

435 448

18923 18924

3308 __ 330C

1&925 452 336C

18926 446 330 B

18927 454 330B

18928 ~ 3308

Hl929 461 3306

18930 484 330B

11931 482 3308

18932 477 J30C

\8937 451330C

18938 434 323C

\ 8939 43_7 _323C

18941l ~9 azac

18941 471 328B

18948 495 384 C

18949 497 384 C

18950 504 384C

18954 458 336C

18955 467 338C

18956 46L__1_21 B

18957 472 321 B

18958_475 3218

18S5L_ 418

321B 321B

18960 118961 18962

456

382B

501 _l!2B

18953 433 041B

18964 453___l51 C

18975 445 349C

18976 18977 18978 1~979 18980 18981 18982

449 442 465 468 46'9 476 483

349C 060B 331B __ 331B 33IB 331B ]31B

1st Rega N408PA

For Pan Am

N409PA __ P_a'!_ Am

N410PA Pan Am

N412E1___ Pan Am

N6B6SS Boeing 10 Air-India

EI-AND __ F-BLCC N7550A N7551A

Del dale 16_04.6S

location Mojave

Other R_e.~atiolls_

N4408F, N470PC, N454PC, C5-GOC,

Last user fate

__ _,H.:.::R-AMV OM-UFB, EL·AKF, N454PC _

21.0465 f-OGlW, N707_§_E _

270465 ZP-CCE

Jel Chaner S

~

Stored Stored Scr,

For KC-135 parts OMAFB _ll.sun~

For KC-135 Jl.!Irts OMAFB For KC-135 parts DMAFB

_~21=.O=5.=65,---,TC-JBU, NS517Z

12.3.65 VT-OS1, EL-AJS, N8S70A

___ AJtlsca Omega

Stored

~er UnS.l!!.__ I 3.04.65 N~81 F, SA- 0 I X

Air France 05.08.65 TF-VLR ~A·oIK, 5Y-BFC o2-TOV

American Al 27.05.65 _

lJ!n'.anArab Stored ~

Angola A Chart leased WID 21.).88 near L3J10_S __

American Al Stor~d For KC-135 parts DMAFB

American AL Ser. For KC-135 .IIar1s OMAfB

American AL ~ For KC-l~5 parts_OMAFB

~ For KC·135 partS OMAFB

Air Nacota __ C_

___ China Ai W_/O

__ lillvan Arab WID

Lib.wl_Ara_b SCt.

Zaire Inl Cargo leased WIO Liberia World AW Scr.

Amer'l£sn AL

26,05.6_5 __

N75S2A ~erican Al 15.06.65

N7553A ~erican AL _.,,23"'.0"'7.""65'---_

Nl~ Cantinenlal AL 11.06.65

NI7324 __ Continental At 21.06.65

N~~ Northwest Ortent 22_05.55

N360US OO-SJH ZS-DYL

N160TW __ Ij'jt~_ N780TW __ TWA N793TW __ TWA

N870rr_ TWA

N8115T TWA

__ N8725T N361US N362US

I)-ABUB N2978G

N7561A F·BleD

G-AlJM, NI73Z3,.HK-2600 HK·335.5X 8-1834

11.9.79 near Tai~i 9.12.91 Tripoli __!LSI TripOli

__ 11_.580 Douala 013) __

VR-Hl:I!,jA-OJT VR-HHJ, 5A·UJU

SOUlh A fries n

Nortl1wesl Onenl 12.06.65 Sabena__ 17.04.65

2,97 Manston

Northwest Orient 13.08.6~I!.R, S2-Ag', N~090P, DB 1401

N a rthwest 0 nenl 15.09.65 VR-H G P, N B2Tf, 5'N- A S V, SN-J I L,

__ ---"-HR-AME, EL-AKF, El·AKL

Lufthansa ~f!.5 VP-WKS, G-~~WKS G-ASZF,5N-ARO

TW!I __

ZS-SAO, LX-LGR,. VP-WKW,

__ -",,3B-NAE, EL·AJT _

29.01M__

27.08.65

~ TWA TWA

____ TWA

TWA

For KC· 135 parts OMAFB Ear KC- t~~ct!. !lMAFB Far KC-135 Jl.arts OMAFB For KC-135 parts OMAFB 13.9.70 blown up, Dawson'S

Stored

0904.65 25.05.65 ___ 10.\2.65 21.12.65

SlOred Stored __ S_cr.

WfD

~Joldan

Stored for KC-135 parts_QMAFB

llQL66'--- __

lWA

Aeronaves del Peru Slored __

Amed Air leased Stored - Shannon

Lima

~mbabwe AN Cargo

Harare __

25.9.S3 Bomb explosion

Boeing to 19.12.B5

BoAC/Cunard _

American AL Air France

SX-DBA ___jIlYr!!pic AW SX-OBB __ Olympic AW

SX-OBC Olympic AW

VH·EBR Oanlas

G:AB£ BoACICunard_19.I 2.n5 LX-FCV.XT·ABX, EL-AKI, PP-BRB TRATCO Stored Sao Paulo. Pails for Brazl1 AF

Tanker O-ABUC lu lthanS_" 05. 1 0.1>5 CC-CEA,903 Chilean Air Force C __ G_'lJ.E.~ 10

D·ABUD umhansa 24.11.65 _____I;'f:_W_!<.V, Z-WKV,5Y-AlQ__ African Inl Stored Nairobi

O-ABUF LlIhhansa 28.12.65 1'5381X, "'88lL Lo1!'!__ C

O-ABLIG lufthansa 07,0~P-WK"L Z-WKT Air Zimbabwe Stored 11.88 Harare. far restaurapt

O-ABUH __ L_ulthansa 19,0HL_ VP·W!U, Z-WKU. 30'WK\J, 3D-AKU~-Air __ C_

o·ABUK __ Lufthansa 27.03.66 A6-UAE, ST-~ __ S_udan AW ____icr,_ Khartoum by 3.95

o-A~ lufthansa __ I_I._03.&6 PT-T~9__ Trsnsbranl WID ~ Manaus

Q-ABUA Lufthansa 10,11.65 VR-HTC,_Ylj-HTCc LZ-PVA, HC· BTB, AECA C

N75S9A Amsncan Al 30.07.65 OO-AGN TMA Stored __ Bsinn, damaged

~OA American AL 3O.~8.6S OD-AGD TMA___ __C

VH·ESS

~14PA N415PA N416PA N417PA N418PA

CS·TBA CS·TBB N3158

~3US N322F

27.08.65 PP·VlP, N I 08BV. 5N-MXX, 9G-LAO Johnsons Air C

09.02.60 Air France Pr~

11.0.ML_JY-A@. JY-A~ YA-JCC, P4-JCC, ST-JJC AZZA Trans art Com~_C __

21.05.66 JY-AEC, 66-30052 USAF-Joinl Star~~a~

18.06,6~ ...__:__ __ Ve'!ezuela AF C

2B.I2.65 8M-ATR, 9M-MCA, So·GBN, G-BMJE. Omega Air Stored N449J __

Dperatad for Elhiopian AL le~ourge_t __

DMAFB foli-S conversion GAT-6 __

Far KC-135 parts DMAfB

SM-ASO. 9M·MCS, 5A-0~O __

W/O 14.3.83 Sebha. lib~

Scr.__. __ --=3.81 Miami

C Es c. Pre sldene '" I

WID 22.9~

____}ffJ_D 22.7.73 Papeete

Nose only We B' s Mus eum

(lant~s___ 03,02.66

29.01.66. _

15.02.~~CC~ FAPOI

25.02.66 EP-IRJ

21.05,66

07.1l4.1i6

United_African

Air Carrier Supply ___f!@.9!!.8yan Govt __ 'r_anAir ___ PanAm IAllsrael

Pres.

TAP 16.12.65 N1!lRT, 165342 US NavyE-6train

TAP OB.06.1i!; TF-VlV, N46RT, 1~5343 US NaY\' E-6 train

Western AL 21.07.65 ~O-AGE MEA

Northwest Orient 1.!i) 1.65 VR-H®, TF-Vl£ 5i1:0JS, 5Y·B£B,02-TOU Egust/Angola A Ch

Flying TIger 2'7.09.65 G-.AWTK, G·BDCN, 1l2-TAC, 02-ToB. 1AAG A.ogola AL 02-TOI

Pa~ PanAm ~Am PanAm P3nAm

N323F ~g Tiger

ET-ABP Elhiopian AL

NI8701 TWA

r-J_t8702 lill703 --"118704 N18706

TWA TWA TWA __

TWA

~@mifL

Store ~ 0 MAFB

Stored Now Orleans

W/O___ 27.6.76 Beirut by shellin9

Stored Fire dump, ManslDn

W/O 2.88 tuanda, Angola

13.10.65 20.0965 25,01.66 __ -,0",3.02.66

05.02.66 05.03.66 04.04.66

__ ",Trce.an""s Arabian AT WID 14.7.90 Khartoum

____ H~ughes AC Cor~ __ Stored M..Qiave

TWA WID 2212.75 Milan

TWA Scr. __ --'-For KC-135 parts OMAFB

TWA_.__ Stor~ For KC-I35 parts OMAFB

ForKC-135 parts OMAFB For KC·135 parts DMAFB

EI-ASN, 9J-AOY. ST·AU( N440DS. N7.lli__

TWA TWA

Slored Stored

92

PRODUCTION

18988 41>9 1316

18989 492 1316

18S91 45U 373C

19000 447 sssc

Con. No. LIn Built as Cvt to

18983 4B~

18984 487:__--=33=-1:.=6'--- _

19106 19107 19108

19133

538 3446

19178 517 324C

19179 500 373t

19185 4&1 l1.38

19185 491 1138

1st ReJln NI8707

N187U8

_!:!E§WA

N58657

_-,B::.:r::.:an",m_:..:A,~W,,-_la.06.56

Braoirf AW 29.06.56

Branirf AW 27.0765

ZS·EKV

South African 09.01.57

9G·ACR, 5A·0 IV

Last user Fate location

TWA Stored For KC·13_5yarts DMAFB

TWA Ser. For KG·135 parts OMAFB

Hantord Powe~tore£ For KC·135 pans DMAFB

TWA _--",So""f.:__ __ For KC·135 parts DMAFB

Used in 'Airplane'flim Scr; For KC·135 ports DMAFB

TWA Ser. __ For KG-135 ~~~s QMAFB

For KC·135 parts DMAFB By 1994 at Karachi Grupo 10

Libya n Ara b m gg_ Store d Allen At Cor.,,-p * __ -,S"-,c,,,r._ Allen AG Cor,,-p __ -,S",c",r._

Stored

fairo After 3.76 After 4.76 OMAFB

Jetran TMA

For KC-135 parts DMAFB

TMA

S10red C

C

WID WIQ

For Del date Other Registrations

TWA -"0"'4."-'04~.66.

TWA 20.04.66

18985 496 331 B N18709 TWJl Z1Jl_5.66 4X·ATO, N707HP

18986 479 131 B N6720 TWA 25.03.66

1B9B7 486 131.EL N""o7",21 TW_,_, A 16.04.66

N67Z2 __ -,TW-,-"",A__ 2~.04.66

N6723 _ _._TW_._..:..:A -'06=.05"".6~6_ TWA

_-'W~o"-'rld""A""W"--_-'22""· ",.1 ",O.,~§ AP-AWU, 68 • .!._8~.IJ~!P.",-FLI --'-"PiA..

Boemg 13.09.65 CC-CEB, FACS05, 4X·JYI, 904 Chile AF

demonstrator

48S"----'3:_:4::::BC"---__ ~I-ANV ~Ung_us 21.04.66

473 _",02"'4",_B -"N=17207 Continental Al 16.~.0=2 .... 66:__ _

474 024B N 17208 ConlinentalAL_ 19.02.66

459 358B _4::_:X_:_:-Ac_:TR:__ _ _,E",1 A..:!_I 07.0,L66 N317F; N53302, TF·AYG, TF·ACG

19034 J.fj3 351C _--,-,N3 ... 6",4U",S,-- _ _:N""o"-rt",hw",e,,,s,,-,,1 Orient 08.01.66 VR·HGU, RP·CllBli __ ~~_

19104 498 mc Nlq_95 Braniff AW 21,05.66· OO-AGX, N1®6

19105 -,4",99"---,,3,,,,27-,,-C__ N7096 Bra niff AW 28.05.66 00- AGY

50""2_=32"'7C"-- N7097

501 327C N7098

511 mc N7099

PP-VLJ PH·TR't,OO-AFX OD·AFY

ZS·SAE. LX·lGU, 3B·NAF. N287G,

~,_--TMA

TMAret

W/O

9.6.73 Ri. De Janeiro 23.7.79 Bei rut

26.7.93 Amsterdam, cockpit ____ preserved

For KC-IJS parts OMAFB

Omega Air

Stored

__ N3159

TF·!U.f,jV·AXS, TF-IUG, 5Y-lKl, N6S9BW

_-"W",e",st",e",rn",A",l_--"2",6.0""1,,,,.S,,_6 _ QO·AGQ. MEA

N3160 Wes=le"'rn'-'A-=l'------'1=2.~03"'.6o=c6 __ 0 D-AG R MEA

DQ·~JJ Sabena 23.03.66 90-C'{G Katele Aero Transp

WID 21J1.85" Beirut i1J'Jsraeli shelling

WID IS.S.S2 Beirul by Israeli shelflng

WIG 1.3.90 Gom",a _"Z"'ai,_,re:__ __

___ Ai meW leasing Stored For KC·13S parts QM~

Sl;!_anish"'A"'F -'C"- 451 Esc.

~/GAS Air _--"W""O"--- __ --'-'14.12.Sa near Luxor

Balkh AL Stored llstend

SX-OBP. N65010 SX·DBD, 4X-JYF, 117·4 S2·ABN 5N·AYJ

PP·VLN, NlI0BV. 5X·UCM,

7:l_:601j.Y!tg AElJ'.A·GA""F _

B·1830

eS·T8J, 90-eSB, 3D·GSB, 3C·GIG

___ ----"N"'75""5"'4A-'---_ AmericanAL 30.04--0.66"--- _

N751UA American AL 04.05.66

19160 470 O4IB

19161 481 U47B

1~162 4llll 329C

19163 494 _o:;35:-'.I=-C "'N3=6=5lJS

19104 505 351C HINT N~6US.

!!1!L___§Q8 351C _N3B7US

19117 513 324C N1731.5 Continenlal Al

19187 493 1238

19188 506 tZ3B

19207 _""51,,,-2 --,0""47",,B

1920S SI4 0418

19209 510 351 C

19210 515 351C

ill!L JIS 19212 58S

3~9C 331C

613 331C

19213 19214

626 331C

19m 542 3878

N17326 N372WA

V~g -'2=3.~08"'.66c=..

World AW 29.05.66

N751IA"---_--"'A"'m"'en""· c"'an_,_,A"'L'---_12.05.66

N7572A American AL 30.03.66

N 3161 We ste en AL 29.07.66

lQill:.__ N36SUS

We SIS rn A l 19.07.66 Northwest Orient 20.1)7.66

Trans Air

American AL Slored for KC-135 parts DMAFB

A~~L So",r. -'-F=or KG-135 parts Tuscon

WicklJ!nd A~iation Stored For KC-135 parts DMAFB

_____ __._.Wi='cklund A~iali~lored For KC-135 parts

9Y-TED, N29796, NI44-SP l3urllngton Expr WIO 13.4.87 Kansas Grty leased

Allen AC Corp Trade Winds Air

C~o,,--- _

Boeing a, -'S=cr-

Boeing/American Scr,

Scr. IMP

3M8.S6 18.06.67

Northwest Orient 12.08.66 YU·AGI, NI52LM. GX·BPZ, N152LM, Shullie Air Cargo

____ H""R·ANG, HP1Z35CTli, NmFB, EL·AJB

Sabana JBtlsasa

WID

N369US

LV-ISB

Aerollneas ArgeJ1tinas

16.12.66

EI·BER LX·FCV, CX·BJV, LX-BJV,

5A·OJV, 9G·ACV, 9G-MAN, N227W, N730FW,_N8~1 Mil. N2020J

N7552T TWA __ -,2""9",.08=.c.6,,,,7_-,O=D-AGT

N57Z3T TWA _-"2""9.0""9"".57'-----"'DO"-·c::AG""S,_

19215 530 13lB N5724 12,11"".6=" _

L921B 558 131B N!i725 OS.U3.""67:___ _

19217 554 131 B N6727 TWA OZ.04.67

19218 ,67 131 B NS72S TWA 29.03.67

llliL__ 5_§~ I 31_B _ _""N",-S7"2,,,,9 __ --'TW'-'-!!:A'--_ 14.04.S7

19m 573 131B __ .:..:No:.:67=63T __ _:TW-,-"-A:__ __ _,.2~2.""U4",,,.6:.:.7 __

19221 577 1318 N6764T TWA 13.05.67

J1~2 583 1 JIB N671lT TWA 27.05.57

19~8,----,-13",I-,,-B ----,-N~789T TWA 13.07.67

19224 559 331B N18710 TWA --'-'15=03=.0""7 _

19225 ~8 331B N18711 TWA 04.04.67 _

19226 585 ~ N1S112 TWA 31.0S.67

1~227 607_B.IB NI8713 TWA 06.08.",.6,,--7 _

19235 519 323C _-,-N"-75,,,,6=2A:____-,A~mce~rie~n !;:A~l_-,,3.:.:l.ml=.6,,_6_

19236 521 323C __ ---'-N,,7""56"'3A'-'-_---"A"'m"'er"'ico=can"-. A",L..._ 28.09.66

19237 5Z3 323C N.,,7""554"'A"'-_---"'A""m""er"'ic"'a"-n A"'L.__--"3Q,Q~S~ __

19238 528 387B LV· I SA Aerollneas 23.11.65 T·96

Af entinas

TWA Stored For KC·I;}S ~arts OMAFB

TW"'A ""Sc~,r. For KC·135 parts DMAl!L__

TWA Scr, For KC·135 parts DMAFB __

TWA Stored For KC-135 parts DMAFI!, __

TWA Scr, For KC·135 parts OMAFB

TWA __ Sc,,-r. __ ---'F-=ar KC- 135 parts OMAFB

TWA SeL For KG-fJ5 parts DMAFB

____ -'TW'-'-'-'-A __ Ser, for Ke-135 parts OMArB

TWA Sifillld For I(_C-I~5 parts OMAFB_

TWA Stored For KC·l~arts OMAFB

TWA Stof!ld Eor KC-135 parts DM""A,_,fB:__ __

Air Trans Stored For KC·135 parts O_M.,-,A,-"FccB~ __

TWA Stored Far KC-135 parts OMAFB __

Varig W/O 30.1.79 near Tgj!Y.Q.

USAF SeL Greenville, TX

Bi?ei!1g~_ Stored For KG-135 parts DMAF13

Argentine AF WiD 31.1.93 Recife

pp·V"LU'--- _

81·0897

Stored

Ser,

___ -=G"'ol""de=cn=Sun AC leas!.d ':!!/.Q_

TMA C

Pluna

Scr.

CX-BNU, Pp·LBN

93

____!8S Taipei

Impounded Sauthand 10.01 dru~ smuggling

For KC·135 parts DMAF_B __ For KC·135 parts DMAFB

liege. Belgium

13.7.68la~os Miami 1995

Z3JO.81 Tokyo Narita

B.96 Galea ° AB AFB Rio

BOEING 7071720

Con. No. LJn 19240 543

19241 555 3878

19247 52.0 337 B

19248 549 337 B

19271

19292 19293 19294

560 546 550

Built as Cvt to 3878

1st Regn LV-ISC

For _-,D-:.:8,_,_I-=d",al",_e_.O.._.th ... er Registrations

Aeralineas 22.12.66 cX-BOH

Ar antinas

Last u.-=-se,,-,r ~F~a=te~

Pluna leased Ser,

LV-ISO

Aercllneas Argentinas

Argentine AF

24.02.67

T-95

C

vr-OVA

Air· I nd",i s.; _ _.I",2.",l D",.6",_S_--,E,,_,Lc!:-AJ=R, NBB4D"':A'-- __

Air·1 nd i a I HI2.6] K2,SOO

Omeg,~a~A~ir ~S~lo~r~ed'__

Indian Air Force C

Fo'KC~parts DMAFB

Air Development and Research _________ =Ceolr~

1990s Miami

ELiNT VT-OVB

Iran Air

Location _ 2.93 Ezeiza

Air Atlantic Cargo Stared

Pan Am WIO 22.4.74 Bali

_______ -'-T!.'.'M"'A --"C'-- __ ---"3,.97 Drly

La g cs since 99

c

328B

="'----'5'-'1=-1l---'3""5"'IC=--- ~N=370US Northwest Orient 19,OB.66 9J-AEB. EI-ASM. N720FW Florida West

_52_7 _3.-"21'-"B'-- .'.-'.N4.!..:t"'-9P-'-'A __ '-'Pa~n Am ~1""1.6:.::6 _ _:Z=cP_:·C"'C"'-G __ ~ .",LA,"p _

529 321 B __ --'-'N-"42=OP'-'-A'---_-'-P-"an~Amc=... 09.11.66 HC·BCT

_5;)J_32~ N421PA Pan Am 29.11.60 HK·2070,90·CBl

19267 541 321 B N422PA. __ -,P_.,s'-!.n ~Am",- __ --,1",5.",12",.6",6_~E.P-IRK

19268 544 3216 N423PA Pan Am 21.12.66

19269 570 321C _.!..:N4o.,:4.:..:7P..:::A __ ,-,Pa",n-,=,Am 28.06.67

19270 572 321 C N448PA Pan Am 08.05.67

DO-AGO N44BM, TF-VLL G-BMAZ, N863BX,

NI05FW,5N·EEO,,-- _

574 321 C N449PA P.!!an~A~m!!,_ __ ..!1.t.c5,O~5~.6~7 _-,G-:::·~BE~V~N"-,'. N~7~07~H1.!' l,,_,l-,,C_.,-J,,,,CF SAVA PT leassd __ §:t9:.:.re""d:___......cR"'os"'w,_,e""II.c:.N=M

578..__-,3..,2.:..:1 C'- --'-'N"'4S"'OP'-'-A-'--- __ Pc-an Am 23,05.6_7 __ YR·A.B"'M"--________ Air Afrique TAROM WID 11193 Abidlan

580 321 C __ --'N-'.:4"'51!..'.P~A __ -'-'Pa~n'_"A,.m,'__--'3,!.;1."'05~.6~7 _N_!51.!lli."'H=.C·.=B.=.GP:__ ,AECA AL

19274 594 321C _ _.N.:_:4""52,-,-P.:..:A __ .:..;Pa:.;;nc:.A",m:_ _ __,22.,,,,06.67 OO·AGP TMA __ C

1~~75 590 321B N422.:..:PA"--_-'-'Pa~n'-"A"'m'--- __ "'2S"",0""6."'67'-_ lnt Air Leases Scr; 9.84 Miami

19276 592 321B N423PA Pan Am 30.06.67 HK-2016 AVIANCA WIO 25.1.9QLong Island, NewYc_r.k__

19277 603 321B __ ...!N~424PA Pan Am 23.07.67 HC·BFC.4X·ATF Pan Am Stored Tel Aviv. Paru dismantled

1:.:c92=..:7=-8_-'6=05=---_,3"'2-'-'IB'--- N~5PA P.!n:..:Am"-'- __ -'2"'S':!.01'-".6,~7______ Avialion1rade:.:.:rs'--_"'S"'cr:.... ",84,_,S=tansted

_=_=,,- __ ~AUN PIA 23.07.66 __ Y"'U"'·A"'G""Ec....______ JAT Stored Za reb

AP-AUO PIA ____:g10.66'----'-'YU,,_·.:..:AG"'S,,_________ JA_T__ Sc"'r. -"""= _

AP-AUP PIA 21.09.67 _...J.Y""LJ·..:::A~G,-F --------'P"'IA'-'-_ _Scr,

EC·7G7 F·BLCE Air France 07,03.67 TU·TXl, lX·GCC, OO-TYC, N2090B, Israeli Arr Force C 4){·BVC,4){·JYCI258 9XR·JA 9XR·VO, P4-ESP G - BFLE. NBSI BX. 94,0284 P2-ANH, N70)MO. 90-COA, N707HW, OST1Z64 6·2426 6-EOCO 93·0S91/YtR 9J-AEL, S1-ALP, N4115J,"'9,,_2-"'32"'90"-- __ .::'U""SAF·Joint Stars G·BOEA. El-AKH. PHCT. EL-AKH,

N6545L, 93·1097 _

VH-EBX Oantas ~23.'-'1"'0.6~7 _ _;G~-~BC~~A~ LV·M"'Z""Ec...._ --'=

__"D"'·A"'B"'U""L __ .::'Lu:.:.ft"'ha"'n"'so"---_-"-31"'.1"'2.""56,_ 50·SSS, EL·AJU

D·ABUM Lufthansa 30.01.67 60-SBT

__ D_·ABUI tufthanse 06,03.6) PHCM, PP-6SE

PP·VJR _~V""ar",ig 28.12.66

PP-VJS V!!ig 211.12.66

PP-VJT Vari,g :/L03.oJ

N1573A American Al 11.11.66

318C 33SC 33SC

__ F·BLCF

E-8 VH·EBT

Air France Oantas Oantas

15,03.67 28,01.67 08.03.67

Es ace AViation

e

USAF·Joint Stars

c

E-8

VH·EBU

USAF·J oint Stars

c

93rdACW

",19""Z"_,SS,---",61'-'.7_""33B""",,C_-,,-E--,,S_-,VH-EB.Y_gantas_

19296 630 338C

E-8

Oantas

06.09.67 10.10.67

USAF·Joint Stars C

C

93rdACW 93rdACW

93rdACW

VH-EBW

19291 19315 1931§_ ~17 19320

636 338C

545 330B

547 330B

557 33Ce

Mia mi mid 1990s Shannon KC·13S sJlares

_ _,S,,_,o",-m",-al"-,i A"'W"- __ --'-'-'-"' -'-17'-'..5"'.,89 Nairobi

Bet~ C8rgo=--- __ --=- _

Varig WID 79.fi8 in fire. Rio OB Janeiro

.. ~l&IIlc, Kansa~ Ci~ 1999lmpo~nded Southend

___________ -"Vo""n V:!.fSL_ 11.5.81 Mana",~,,-. _

Boeing/American Scr. For KC·135 parts DMAFB

Trans Air

19321

532 34tC

NI07BV 4K·AZ3, N.:.=S""19=OU=-- _

19322

561 341 C

19324 533 123B N1574A American AL 19.12.66 American AL Scr, FQ£. KC-13S parts OMAfB

19325 535 123B N7575"'-- __ AC-'m"'e""""'·ca"'n"'A""L,___O"'5"".0"'1."'67___ American Ai Scr. For KC-135 pans OMAFB

539 1238 N7576""A'-- __ A""m"'-e~ri""ca...,n. ,A"'L:__....=::24"".O"'1."'67._________ American AL __ --"S""to""re"'d __ ...!..:Fo"'-J"'K""C·_::13""'5 R!L'1§ DMAFS

562 123B N7577A American AL 04'-".O'-'4=.e7:__ __ ---. ..... ~_____ American AL Stored For KC·135 parts OMAfB

565 I23B N7578A American AL 23.03.67 American AL Stored For KC-13S parts OMAFB

571 1238 N7579A American Ai Stored For KC·135 Jlartsc..=0"'M"'A'-'FB=-- __

575 123B N7580A ---'A""m"'e"'ric,,_,s"'n1-'A""i __ --"S""!o=red For KC·I35j1arts OMAFB __

19331 5J!. I23",B -'N'-'.7"'SS"'lA"-_--"==""""'---"" __ ",A",-m""e",ric",a'-!.n "'Ai"-- __ -"St"'o"'re"'d __ -,-F,or Jg;·I.~!rts OMAfB

19332 S8e 1236 N7582A American AL 25.05.67 __ American AL Stored For KC-135 parts OMAfB

19333 5a9 123B N7583A American AL 01l.OS.67 Ji\!y America AW Stored For KC-13S part§_lJMi\FB

1933"- 591 1238 N7584A AmericanAL 11l.D!i.67:__ -'-Am=e.r"'ic"'a.::,n"'Ai=- __ "'St""ore<!_ __ For KC-135 parts DMAFB

19335 593 !.23B N758iA lI'IiI"erican AL 20.06.67 lranseir Cargo C

",19=33",6_-,5",,9=-5 _,-,I23~B=- __ _!ill_~A __ Am.-",e~r.,i"c",an-,-,A~l,--.....::.!27~.O~6.~67. Guy America AW Ser.

"'19"'33"'7 _ _.6""OO"--'-'12"'3B=- """N"'75""S""7 A-,--_~American AL 07.07.67 American AL Ser.

'---_1"'2"'3B'- -'-'N-'-'75""SS""A'---_-'A"'m!'-'e"'ri""ca~n'_"A"'L,__--'O""6m.67 ---'G=uy America AW Stored

",-,-_""-,-_.:-12,,,,38"-. N:.:.7"'5"'89"'A'--_-'A""m""e""ri"'ca"'n.:.A"'L_""2:.0.07.67 Boeing EgHC Ser.

1238 N7590A American AL 15.09.67 American AL Ser.

__ N_75.",9:.:.1 A'-- _ _.A"'m;.:ce"'ri"'ca"'n'-'.A"'L:___O"'2"".0=3.SS"':______ American AL Ser.

787 123B N759ZA American AL 12.03.69 American AL Stored

)]343 794 I~,,_B ..:;N'"'75=93"'A"'- _ _,American Al 28.03,69 American AL Scr. for KC·135 parts OMAFB

~8011 1238 N7,594A.,= __ ""Am",,,,,er,,,ic,,,a,,,n A"'L"--.:c2l.""O""4.."'69'-- --'A"'m"'e"'ri"'c,an Al S:",to""re",d ,For _!:C·~arts Marana. AZ

19345 to 19349 N7 594 to Am eric a n A L Can celled - N7599A

19323

526 123B

N17327

19350

537 324C

c

Continental AL 02.12.66

PP·VLO, G·HEVY. EL-LAT. VA· PAM, 9G-OLO

9V-BEW, TF-VLJ. N419B

Boeing parts

Sa.

19351

552 324C

for KC-135 parts DMAFB

N17328

Continental AL 01.02.67

94

ICon. No.yn

19352 576

PRODUCTION

last user Skymaster AL

Built as Cv! to ___!g_ Reg'!.___fol

324C N 17329 Continenl.1 Al

19353 587

324C

19354 503

349C

19355 553 349C

ill§l__ 61~ 321 B

19362 520 321 B

19363 523 321 B

19368 640 321C

1931i9 648 3l1C

",O.=_:el:_:d:.::a.:.:te:__:::_Ot",h.=_:erc_:R.:.:e 9 i stratiolJ.l__

21.04.67 9V-BEX, N707JJ, 8-2423, N707PM, HK-3604X, PT-WUS

9V-BEY, N70JSH, B·2422, N707HG, N750FW JY -AJ L, 5N· ON E, 9 G -J N R

Fale C

Jason Air

N47330

Continental AL

2.7.05.67

Stored

N324F

21.05.56

EI-ASO, VH-EBl. G·BAPW, 9J·AEC,

Iransbrszil

WID

Flying Tiger

S2-ACG, N324F PHCS

__ ----'-N"'3"'ZSc_F __ _._.FI"'i"'n ._TI",'",e,_r _-,06.02.67 G-AWWO. OHAD, GHOC, OHOJ, TAAG AnglliL_ _-'S""lo"'-I"-'ed=--_----'[)"'a"'mcc"9.oe"'d,'-'l"'ua"'-no=_da=-- __

_-'-'N"'4Z"'6P"A'--_--'P,_,a"'n_!:A,_"m,___--'0:.e8"'.09"'.,67 HK-2015 N707LE Air TaXi InL_ Scr. 1996 Miami

--'-'N.:..:4Z"-7P:..:.A-'-- _ __'P:...:a::..:n_:_:Ac:.::m'-- __ 1'-'4"'.09=:c.B7"'-· -'-A~vi""ati",,·o.n Tla~","er,,-s _ __:!S!:!cr:..... _ Stanstad

N428PA Pan Am 21.09.67 ATASCO leased to WID 2.4,78 Murmansk, forced down

Korean Al by li.!lhter

I",S"-,36,:::4_--,S",2,,_B ----,3""2,,,1 B"-- -'-'N_"433"'P,,A-'-- _ __'P,_,s"'n..:::A""m,___----'Z"'9"'.09"".6""7 -'-A"-v·"'-'a~"'·Q"'n-'-Trc::a"-'de:;;rs;-- _ _"S""cr"--. :;.:aZ,._"S.tansted

1~65 __ 6.3'-'-1_-"'32=-:I.::cB -'-N'-'434,P!"A'--_--'P,_,a"'n_!:A~m,__ __ 1,,2'-'.I0'"_0"'7_______ Aviation Traders Scr, Stansted,aherl981

19366 633 32C-'lB'-- --'-'-N43=5P_:_A:___Pan Am"". :.;_ __ -'1"'3."I~O::o.B7::_---'H'_'l"_74"'35=5Y'-'·AXW'-"-'-'-'--- ....:..:A"'rri""ca:;;n_.:A."'L"'ln;.:._t C"-- _

19367 637 321 C N457PA Pan Am 27.10.67 G·BPAT, 9J-AEO, ST·AlM, VA.,I:JKL, TAAT Stored Manston ST-AMf

Location

Lagos

21,3.89 Sao Paulo

PanAm

WIO

3.11.73 Boston

N4~P"A'-- __ P~a~n~A~m:___----'0~7~.I~1.6"-'7 _

N459PA Pan Am 27.11.61 Hl7431, TF-IUB, 9G-ACZ, 5Y-AXG, 9G-AOI:. 9G·AOM

Continental Cargo

C

PanAm Pan Am PilnAm

F-BYCN, N720GS - ...

Pan Aviation

19370 651:___::3:=_21:._::C -'-'Ncc460=cPA.___

19371 653 321C N461PA

19372 655 321 C N462PA

19373 655 321C

Scr,

Miam,

25.7.71 Manila Southand

HLl427, Tf-IUE, 5N-AWO, 9G·ESI, 9G-EBK, 9G-SGF HS'TFS

F·BYCO, N422GS

MillonAir

Sterad

o e relict Mia mi

EW

LR AViation TechnolO,gy

Stored

30.11.67

30.11.67 12.12,67

Thai Flying svcs

WIO Stored

N463PA

11.12.67

19374 658 321B

19375 662 321 C

PanAm

CC,CEK, 9041Chile AFl, CC-CYO, 901, ________ C=C-PBZ 02·MAY

N473RN, HK-2473, OBR1243, NB64BX, Omega Air Inc

5N-TAS, 9Q-CSW, EL·AKJ PP·BRA, N2NF

N453PA

Pan Am

19.12.67

Tel Aviv. destined Angola AF Snuthsnd

1937""8,__-,6,,,,7 ... 2 _ 321B 19379 577 321 C

__ _'N':::4S""4"-'PA"-_--'-Pa"'-n"'A""m-'-- __ ;:,::20.12.67 W/O 30J.74 Pago PSJlc

__ -'-N,_,47'-'4c_:PA"--_--'-Pa"'n"'A""m.:.._ __ -'-'17"'.O:..:.;1.""6B'--'-F-""Bc:_YC""P.._E"'L"',A""J""A.""N_,_,5"":>6,,,,6Y-,,-,_._,N_!_!72'-!.1 G=S, ST-SAC Sudania Air Carg,=.o _ __'W"'I_"O __'4'-'.1=2.9=O Nairobi

N455PA Pan Am G6.02.68 OO-PSI, ~O-pST, 5A-[lJM, SU·BLK lIIational Overseas AL Stored Cairo

N475PA Pan Am 21.02.68 YR·ABN Air Afrique TAROM W/O 17.8.95 N'Djamena,

________________________________________________________________________ -=Chad

525 323C rt IBE N756SA ATASCO leasing 23.12.76 81-0898 USAF C

19376 661 321 B

19m sss 3l1C

Stored

N4J3PA

PanAm

09,0168

610 323C EC-\ B 0 N7500A Am a ric anAL 12,10.66 81-0895 USA F C

62/ 3~23~C __ ~E=_C-~18~8~N~7~56"'7~A _'A"'_m~er~ic~e~n~A~L __ ~O~2.~1O~.6"_7 __ ~8c:_1·~OB:.e9=_2 ~US~A~F ~C~ ~ _

641 323C N1568A AmericanAL 02.11,67 Boeing Stored

~~~647 323~ __ ~TC~-~18~E~N7~56~9A~ __ ~A~m~er~ic~an~A~L~~21:..:.;.I:..:.;I.~67'_~8"_1-~OO~93~ U~S~A~F C

)9410 5"99 34SC EI-APG American AL 01.07.67 N87SSR, CF·TAI, EI·APG, ST-AIM OAS Air Carg,,:.o __ -'W:.;_''''O ''''10'''.9.82 Khartoum

19411 540 351C N371US NorthwestOriaflt30.09.67 N371US,YU-AGJ.N7411FW,N851MA. DAS Air Cargo C

__ 5X·JET

For KC-135 parts Van Nuys

19412 563 351C N3nUS Northwest Orient 06.12.56 N372US,9Y-TEE, SP-CAC, N7070Y, ST-A?Y Trans Arabian AT WIO

For KC·l35 parts IlMAFB

3.2.00 La ke Vi t:toria

19413 581 047B N3163 Western Al 13.0S.67 Wicklund Aviation St:r.

19414 59"-7_"'04"-7B"-- ----"N"'3164'__---'W:.:;e=~s~te::..:rn!.!A"'l'-__'2""8."'06"'.6"-7 -:- --,-W,_,_ic",k1""u""nc""A""v",ia",tio",n,---"-Sc,,,r.,__

)9415 601 39Se G-AVKA Caledonian AW 13,07,67 N3ISF, CS-TBH, Nl06BV, 4K-AZ4, First International AW C 9G·AlG,9G·000 5Y-BOR

19416 556 365C

)9417 582 355C

For KC-135 parts Van Nuys

19433 534 sssc

____ ~N'_'7~37_!:A~l _!:A~irl~ift~l~nt'-- __ __:_14~.O~4"'.67'_~P~H~~~R'-'W~,G~-~AU~C,~C~·G~F~LG~,~P~~~T,C~P __'A~e~r"'aB"_r~as~il. --'W~I~0:__ ~2"'6.~I_l~.~Man~£

N525EJ ExecJ8t/Airlifl 19.05.67 G-AYEX N525EJ N707HL 67·19417 USAf C

25J.91 Asrnara by shelling

N8400 IntAi.Bahama 06.12.66 PP-VlI, NI09BV, fT-AJZ Ethiopian AL WIO leased

19434 566 35) C

N373US

British Caledonian

C-GTAI, S2·ACA. NB0900, 08·1400

E-Svstems

Stored

20,03.67

19435 19435

62~ ~1 C N5774T American AL 12,10.67 CC-CAF, CX-BPL, YV.fillC, P4-00",,0,-, _---''''''-'-'''''===-''' 24.1.97 Kinshasa

6~C6!O__1~3~1 B'__ _!,'.N6~7~90~T TW:..:.!!A:l.- __ --'0,-'-1.""08"".6~7 --'-'-'-"'_ ~"__ __ __'_FQ"'-r KC-135 parts DMAFB

_='---"a47=B -'N'_'3"')6._..S __ __:.W!.!e:.::;s~:::.er"'n..::A:=L_----'-1 S"'.O""8"',67'--- W.:..:..:oic""kl"'un"'d:..:.A""vl""at"'io"'n _ __'S"'c",r. ..:F-=or KC-135 ~s Van Nu s

047B N3166 Western AL --"07"'.O:.e9"'"67'______________ Western Al W/O 31.3.71 Ontarlo,-"CA~ _

--,,!:;:__3,,-=U::..:C~_ __~N"'7'-'-1"'OO'__ _ __'W"'eost,""e""rn"'A.!:l'--..-:1.:..:7 . .::.:02"'.67"-----'O::.:O"-'-A"'.S""W.:__ ___:.;TM:.:.:A:..:.... W.:_: .. -'-"0'- 7"'.7"'.8-.;..::1 Beirut wrecked b bomb

19441 ~3~73~C'__ -'-'N~37_'IW~A __ ___'B~r~an~iff~A~W.:__ __ ~n~."'12~.6""6 __ __'A~P~-~AWV~_"S~2·~A~BO~ ~T~M~A,__ ~W~ID~ ~4.~4,8::.:a~S~Tn~ore __

""19",,44,,,,2 _-"'SO=9,_,373C'----"Ec.:·S'----'N""3"7,O""W""A,___W_,_._.""or""ldc:_A""W'--_=03.0B"".6",1_-,O,-=O:..;-S::..::B",U"" N"",7.:;.:60",FW"",,_,.S::._7-,,,30,,,OS,,,,4,_,, 94,-,---",02a=5/W~R ~US",-A-"-F-=-Jo,,-,in,,,l-=-Sta=r,-,,-s _-'C'-- .::.:93"'rd""'A""C"'W'- _

'_'19~443~___'6~)~1 __ "'3S~lC~ ~N=37~4~US~ __ ~No~rt~h~w~Bs~t-"O~na~n~I'_"15,~,0~4.7::..:1,__~CC~-_"CC.::.:K~,.::.:OO:.::;2~C~hi~le~A~F --'C~h~ile._..a~n.A~F ~C --,G",ru~p~o~IO,-- __

1949B 645 3:>6C G-AWN BOAC 12.08.67 9G-ACX, N 14AZ. 5V-BNJ Aero Zambia Stored Johannesburg

Uma

19502. 5!il 358B 4X-ATS EI AI 02,02.67 N898WA Omega Air Slored__ OMAFB.___ _

19515 60s 323e N7SS5A American Al 15,08,67 OO·AHO Air Suff Falcon Stored Oamaged, Beirui

",19",51~5 __ S~I,2 323(; N7596A American AL 23.08.67 OO-AHE Air Gulf Falcon Stored _A""t""hB"'-n:.::,s _

19517 614 323C N7597A American AL 28.0B,67 PHCL, 4X-AOY, 1p·LAN. N29AZ, Inter-Air leased C CC-COI N29AZ lS-IJI

Edwards AFB

19518

323C

Lubumbashi, Congo, damaged

616

19519

619

323e

EC-1BB N1598A

c

19521

328e

7,2.99 Bratislava

AmericanAl

31.08.67

81-0891

USAF

N7599A

AmerIcan At

11.09.67

PT·TCK, N5065T, 30-ASB, 9G-OlU, Trans World leasing

SO-eKB, EL ·ROS. 9G-AYO, HS- TFS. TN-AGO

Stored

F-BLCG

SU·OAB, ST-AKR, )(T-BBF, HB-1E!, Avistllr

5B~DAZ, 4K-BEK, 9G-ADX

WIO

Air France

03.06.67

95

BOEING 707/720

Con. No. lin 19522 5_96

19531 646 327C NC!.:71",04c... __ ~B:::;fa",-n""itfc.:.A",W,---_-",20",.I""I.,,-,6J_--,,,OD,,-·,-,AG,...Zoc=ET·P.11I: 90·eGC CO.!l90 Govt WID

19566 717 331 C TC-1BE N15710 TWA 26_06_6~ N132EA,84·1399 USAF _~St9r!~

19567 72,,_O_3"'3"'IC"---- ---'-"N"'15"'-1.!.C'I'----- _ _.TWA 27.05.68 TWA Siored for KC-135 pans DMAFB

11.01-68 TWA ~.=ccr,--. "-,fQocfccK"_C-_c13o=5-"p.=cans-=-;O",,Mcc_Ac;_F=.B_

08.03.68 TWA Scr_ For KC·laS!l!__rtS DMAFB

16.02.6B N7232X. O~ LZ-PVBL'N.._.7~23 .... 2J("---- __ !!:IA",-L",AS",-,-,,re,,-,1 R"'o"'ri"'da"------'S"'c"'r. .s, 1=996 Tuscan

2I,Q3.&!__ AvTechnicaISu~p~r. 4Jl4W~

_N""7""23~I"-T ----""'IAUlnd~denl Air WID 8.2.89 Santa Maria. Alores

__ Av Technical Su p Scr. 4.84 Waco_

USAF/Army Joint SI Scr. Melbourne FL by 2000 C

_Sto~ed Stored

1956,,,,-8_.::<6,,,,69,--,,13,-,-1 B"---_

19569 680 131B

19570 674 331B

19571 585 331B

19572 687 331 B

t9573 704 331 B N28728 TWA 07_05.58

19574 710 323C E-8 N8411 TWA 2L05J;_B __ N707M~,,-,04~17 _

19575 114 323C NB412 American At 04_0B.1i8 HK·2E41:X, HP·1018, FAP319

19~76 -,-,71",-S_",323=-C -"-N'-"S-'-'41"'-3 &neri~an AL 17.06.1~ AP.:!!,BK

19577 722 323C NB414 American Al 26.05.68 ZS·lSH SD..CSZ,9Q·CKK

1957810 I~O

19581 638

19582 639

19523 624 0.476

19519 632 321 C

1 SOJO 635 327 C

J9583 650

19584 663

19585 6~

19586 670

j]_~ @S

19~B 692

19589 10.1

19590. 654

19621 652 J38C

19622 660 338C

323C N8415to American

N 6417 Al, ca nc al!1!&

31.3C EC·1BB NB4o.1 AmericanAL 3-'-'1.-"10=.6c__7_~B"-I--"08"'9o=.6 ____"'U""SA"'F_ C ~ardsAFB

~23C N8402 American Al 27.10.67 El-GNU, N751MA N7_51MA W/O 22.1!)J6 Manta. Ecuador

323C N8403 American Al 3UO_67 USAF C

323C N8404 AmericanAl 27,1O_67 __ 4K·40 A1erbaijan~l "'l10 1(!,_I_L~5BakJ!,Az~~ __

323C__ N6405 American AL 28.11.67 PHCC )(A·MAS. XA-ABU Mexlcargo Stored ~-"

32le N840S Amencan Al 11.01.68 Cp·1S98, Pp·BRG Beta Car"'o'-- C"--- _

3§5C N8408~_~Amelic!!!1..AL 2§.02.68 N7o.5PC, F-GHFT.jG-AO.,_S ----'-M!.:'e"'x:>.ic"'arJ[go"---- __ --"C'-- _

l3SC N8409 American AL 26.02.68 OO-AHB __:M_::_E"'A-'--- -=W.:!,-"O~ 8.1.87 Beirut bV mortars

338 C N841 0 Am e ric a n A L 15.03.6B 0 O-A H C USAF Stored

33BC G-ATZO 8rHish Eagle Inl 04.04,58 VR-BCP, 5A-OJV, SU-OAI. 5N·AOO, Argentine AF e OO-COE JY-AJM LV·WXl

Buill as Cvllo J2Be

1s1 Regll F·BLCH N316..,_7 __ __,,_,== N7102

N7103

Last user Fate Location _

_Soutl)J\fric~'.!.n A,_,F'-----_C"---- -'6"'0=Sg.n

________ ~fu~g~o~Gv~m~t ~S~C~( ~]"'u~s6on~lB95

USAf

10.10.67 18.10_67

9V-BDC, N707M~, B-2424. eC·CYA, VR·JCA

Branitf AW

JARO IComtranl

c

14.4.00 Kinshasa byex!!_osion

N1613B TWA

-----

NI6739 TWA

N28724 TWA

N2B726 TWA

N2B721

TWAiARAMCO 2.2_03.88

Karachi

Zair@Al

Damaged. K'nshasa since 1997

E-8

OO·YCK, P2-ANB. TF·AEB, 5Y·AXA. _ ____:..:N7o.-3=3D, N5~J 90·0175

11. 12.67 OO·YCl, P2·ANA, TF·AEC, SU·DAE, ST·AlL, 5B:MY, N4131 G, 92-3289/WR

G-BDKE C·GRYN, ""A2..._O--"'62""3 -"-U"'SA"'-F ---'C"--- __ ----'"=

A20-624 U".,S"'-A::__F -'C ml Prod Mainl USAF/Grumman

USAF

c

93rdACW

VH-EM

Uantas

26.04_68

E·8

VH·EAB

c

93rd ACW

Ilantas

USAF Jolnt Stars

08.12.67

19623 671 338C s-a VH·EAC Oantas

19624 689 3381: r-a VH·EAD aantas

1!!§_25 693 338C VH·EAE aanl!S

19626 703 33BC E-8 VH-EAF Oantas 27.03J'8

19627 707 PBC VH-EAG"--- __ "'Oa"-'-n"'la"'s __ ---"04-04~B

lS6za 716 33~ V"'H_,__-"'EA:::_H'----_-'O"'3"'nt"'3,,_S 0.4_05.68

19629 _ __._7"'37_-=33"'8"'-C -'-V:_:_H--'"EA"" __ ...:I1l1=ore""s 16.C~a

19630 746 338C VH·EAJ Dantu 12.06.68

Hl7433, TF·IUO, 5A·OTF G·BDLM, A20-S29

N31SUS. 9Y-TEK, 8P-CAD, N707KV,

5X·ARJ. ST-AN_,_,_P _

NJ7?US NQ!lhw!st Orienl22.08,5B'------'C5Y'--'-B"-'B"'J'--- --'B""(I"'ts,w.~""an"'a'_'G"'o",vt,--_

N376US Norjl1wesl Orient 21.1 1.67 5Y"BBI TAAT

N377US NonhweslOrient 14.10.67 Ap·BAA. 6819635 (Pak, AF) Pakistan &

N378US~ __ _'_'N.=corth=w"'-es=.ot OC'-rie"'_n"_l ",2Icc' 1Lt-=67 Ap·AlW ~

N379US Nonhwest Orient 16.113_68 PH.TRf~516fJ, G-AXRS. 5N·ADQ, IAT Cargo

TF·~'-'-N-'·V""RG"'--__. __

19636 731 35j_C N380US Nonhwes! Orient 29m.S8 CC·CEJ, N1181Z ~P'_'I:_:_A -'S"'c"_r- --'-K=amchi by 11.93

19664 643"--_3"'5""5C"-- ---"N=526EJ Executive Jat 10.0.5.&8 Summit Aviation (Isdl WID _ ___c.c14,-,.1-,-,,1.98 OSland

19693 673 321 B 'illl_!'A --f!!!.Am 14.07 .6B_---'N-'-4;=-9B=.,G"-A'-'N'-"8"'08"'Z"'S ~ __ _"_J"el Cerg!! UtJeria _1g,_ For KC·ll5 _P_!!ls OMAFB

I 96!U 67B 321' B N492PA Pan Am 09.11.67""_ Pan Am Scr. 12.84 New York

19695 6ll<I 321B N493PA PallJ\m 08,0268 Jet Cargo Slgr~d M.Q!1r~~_._biI!_.",er-,=ia _

196% 6B8 321 B N494PA Pan Am 22.02.68 Pall Am WID 12_12_68 nr Caracas, Venezuela 51(il cr into sea

_----'l"'e"'d b",e""tte",-r_,_PA,-=,Le""",,,si;.:_n, ,-"S",c r,,_. __ -----'For .J<:C·I_35 parts 0 MAFB

ledbetter PA LeaslOg Stored For NASM Al Pima, AZ

ledbetter PA leasing_ =So"'r.'----- __ ~f:_:o::...r ~KC"-·.135 Jlerts OMAF8

_______ --"S"'AA"'-__ WJD 20.4.58 Windlloek

SAM C 60. Sqn

19631 __ ~151~

19&32 649 351C

19633 690 351C

19634 695 351 C

19635 706 351C

HL7432. Nl70JS, ss·om

C

Demonstrator

A20'527

AM! ~ganda Al RAM TAAT

Stored __ 3} Slln, Richmond _

Stored Tripoli

e 33 Sgn, Ric hmon d

W/O 17.10._38 Rome

Stored C

Derelict, Manston

8.99 Damaged Sudan _

_--"S""IO""fSd_ Police !lrou'll! trainer,~()_tswana

__ Stored _____rwr:£."'bi _

C

19697 694 3~1_B --'-'N"'-'49""SP__._A:____

N496PA

19698 597 321!!

19699,----=69"'-.9 ---,3",-2,-=IB,---

19705 675 344C

19706 691 344C

19715 19715 m723 19724 19736 19737 19738

19739

96

642 644 665 667 696 713 725

mc mc mc 328C 350C 312B 312B 31ZB

Pan Am

14.03.S8

765

Pan Am 28.03.68 Pan Am __ ~09,04.68 South African A\'!')_ 7 ,04.68 South African AW24.04.68

ZS-SAF. LX-lGT. OO-SJR, JY-AFR, ZS-lS 30-ASC AF623

ELI NT

N497PA ZS·EUW ZS·£UX

N369WA WoridAW 22_02.68 AP-AWE N369WA,HLW2 Korean~A,,-l__ WID 2.8.7SnearTeheran _

N36SW,_,_A"---_--'-W,_,o"'n,,_d ,__,_AW'-'--- _ ___:e_0""2-0""4"'.6:e._8 _____:AP·AWO, HUm, FACJ1I!I ~an A.!!.F --"C -'-'Pr"'e"'si"'de"'n"'tia'"-I ,,_,sq"'u"'ad'"-ro"'"'---- __

TanKer f-BLCI Air France 07.11_67__ SAAF C 60 Sqn

__ _,_F·-"-S".,lC"'J __ ---'A-"I:...!r F=rsnce 13.1l.1i7 ZS·lSJ. AF·617 --"A",_ir_!CFr"'o"'nc,_"e ---"'W"'/O'-- 5.3.1;8 Guadelou£_B

ET·ACD Ethiopian AL 17.01.68 ----'E""th""io""p""isec_"-"A.ccL __ -,W=,O 19.11.77 Rome

9V-BBA Malaysia·Slng_ajl 24.0L68"_____;4'-'.R--'-'A=LB=-- T-"-r::_:ad,_,,e.IV='n::_:ds=---_----'Scr. 3.82 Shannon

9M·AOT M~a-S~ OS.OU8 9V-BFB.4R"ALA GPA __ Scr_. 8.~_Sh_il_!Hlll_n

9V·BBB Malaysia-Singap 28,05_58 N600CS,5V·TAG Togo Govt WIO 21.9.00 Niamey, Niger

PRODUCTION

Con. No. lJn Buill_as CV!_!o lsi Regn _For _Q_et da~ Other Registrations _

1974Q__ 678_ 382B CS:!B_L_ TAP 03.07.68 ~_S21~J14·01L

lSI!!._. SL 359B H1('1402 AviancB __ 09,1L6a~ _

19760 _lli__3a~ SX·OBD Dlyml1ic AW 19,02.68

\976J ~ 3~ G·AVTW Caledonian AVL_Q7.03,68 __ CS·TBI, HI·442. HI·442Cl N382US

19T/3 705 351 C N382US Northwest Orie"! (l5,OS.S8 eN·RMB. N149()M. PT·WSM

708

351C

19175 72S __liI_ C 19776_ 732_351C 19777_ 740_351C 197!L__69_B _311C

I~ 65_Z__ 36~

19810 664 368C

!_98]0 __ 7~9 379C

19821

718 me

Fate location

C _ S"GruPJlo

~ 23,693 Mlal11i__

__ Ven"luela,~n,-,A,-F __ -=C _

Dorninic8_1!!__ _____!!ereli~ Santo.DomJ!'go

Skymaster AL Stored Sao Paulo Virac~ __

Omega C

l~llser_ Italian Af

______ Avianca

N383US

Northwest Orient 29.12,67

Cairo _

Northwest Orient 03.05.68

HZ·ACO __ Saudia

ET·ACQ

Ethiopian AL

G·AWHlJ

90·CKI, VNB3415. VN8341S, 5li.,JEf. ST·GL,O. 9G·Olf. 9G-ONE, 9G·WON,

5X·JEF, SX·GLA _

3. I ,87 AbidjanLI"ory Coasl

Greal Lakes AW

c

Varig

-- -- --- ---------------

------ --- -------

____ ~B~rn~ll~IA~F ~&or~

Continental AL 18.04.68 PP·VLL, NI14HM. S7-4HM, Te-GHB. Angola AIr Chart Stored

_______ --"O"'-2-TON'- _

19812 74_2 _351~_ ~8M_ ~rlhW9St Orient 24,04.68 5V~ Ken a AW

19916 ]g__328C F·BLCK Air France __ 1_6-05,68 SU·OAA. SU·,,,_P-"'BB,,__ Air Mem his"----- __ --"C _

-,-,199:=-1""7 __ 7,,,6=..3 _3""2,,,,8C",- T,-=a=oker F·BLCL __ Ajr France 28.08.=68'-----'Z"'S,_,·L=S'--'lK,~A"--'F5'_'_19=______ South African AF C SO Sgn _

19961 154 387C LV-JGR Aerolineas 04.12.68 Aerolineas Argentinas WIO 27.1.86 Buenos Aires Argentinas

19809 700 324C

______ VMiL _ Brazil AF

C

W/O l 1.7.73 Paris

_C _

W/J}_ _\O.3,98 Mombassa

N47331

pp·VLM, N 112HM. S7-2HM, TC·GHA,

______ ~N7~0~7E~L~D~2·~T~OK~ __

Continental Al 26.08j!__ PP·VlK. FAB2404

Rio·Gafll1.!l"s luanda

Continental AL 26.05.59

N47332 N67333

19870 702 ~C

19871 711 324C

20027 ___!~11! 20028 783 321B

97

W/O 11.7,89 Addis Ababa

Aerolineas 10.12.68 TC·93. VR-21

___________ ~A""rgentina_s __

199"'5""3 __ -'7"'23"-----'3'-'4!.'7C"--- -"'N~I • .5"'_01'__'_W_'__ __ W'_'_., eSle",rnc-.A",-L _ __,_04_.__.__-,--,1l.:.:::.5::..~ _-=O,_"2""-T,,,,O=._L ---=An~Airj:hart Stored

19964 733 347C NI502W Western AL 04_11,68 TF-VLG. N1502W. EI·BlC. N707PD. Impala Cargo, Scr.

8·2425. TT·WAB. TT·EAP, H'R·AMA. Occidental AL leased

__________ ~9J-AFT.ZS·NLJ. EL·AK."U _

N1503W Western At 21,06.08 D2·TOM TAAG An ola ___}!fj__O __

__ N_15Q4W -"W"'e-"-s,~ern ~L __ 2~07.68 O()·AGU, C5-MBM. C5-MBM __ -'.:M:::.a,hfo!)z",A.o:VlI1",- __ ""C __

19967 745 347f.. __ NI50SW WesretnAL 29.07.6~ OD·AGV,SlJ-PBC "'-A·"-lr"'M""em"-'p"'-h'-"is~ ::..C _

19ML_75_' _'81B C.-"S""·T_".B"'O __ _"TA""P '_".O.",09",.c,_"_S _ __,9,,,T·MSS Zaire Gvmt Stored Lisbon _

__ 1=9=_n9,",,6=B_~N723GS. El·AIY N707MB~-'-'10""O U,::.:S"'A"_F·."-Jo"'i"'nt.::'S""ta"_'rs~___,C'___

14.10.68 K·2899 Indian AF C

Air Resaarch and Development

_______________ u~

19996 748 3~ .=OO·SJ""L __ -"S=ab,8,""na,_ __ _::12.::o1=2"'.58'--- NATO ---"-Scr. 12.98

19997 ~ 301C WestGermanAF 19.0""S.6"'S'-----"'''---'-'-=''- ---'.N::_A::_TO''-- C, __ NATOAfWFor,c"'e"--- __

19S58 750 307C E·8 West German AF 30'09"".6=8'-----=99,_,·0"'00""6'--_ _ lJ~S='-A"-F.Joint Stars Sto~ For conversion

19999_756_3!}7C --'W_,__,e"'st'--"Serman AF 30.09.58 3D·SGF, 5V-Gff; ST·AUI, 3D·JAA Air Gulf Falcon

22Q9Q___ 759 lD7C West Ge~man AF 15,10.,6S"-------"LX"'·_,_,N""20"'0"'OO'---- N"'A"'J"'O'-----_

20008 739'----"-32"".O""C -'-'N:.::707,,,_,N'---_----"'Bo""e:.::ing, to Varig__,._31'-'-.1'-"0:::;.68"--_____'_P-'-P--'·V~JH""--'-'FA'--"B::.::2:..:;40"'3 =Br~zil AF

20016 752 321C N870PA Pan American 18_11.68 91(·ACS. N145Sp, N527SJ, USAF·Joint Star

19962 755 387C

IS965 __ 7_~C 199"_6 _743 ~C

199B6 730 3=55~C_---=E~·8.

19968 736 337 C

lV-JGP

Argen~n" Af

10,96 El Palomar AS

Stored

luanda

2001 Manston

--- -- --- -----

10.10.88 Luanda

VT-OXT

Air India

c c

~OAfWForce

c c

68·11174,95·0\21

20017 753 321 C

Pan Amencan 03.IO.SO JY·AES, N710fW. N202DJ. N710fW,

___________ -'N~5~17=MA,PT-MTE,~O=B~·1-'-71~6 _

~61.____"3~21'__"C~ __'NC!08<1c"'-2P.::;A'--_..:.P-"a,_,_n "",American 12.12.68 9K·AClJ S2·ACK. PT·TCR

~J.9_767 _______E!_§_ __ ___,Nc__:S""80",P,-,A __ ,-,Pa",o"-.A",,merican 25,10,IlB '-'PB""n"'A"'m"'",.,ric""3""n __ _;;Slored ForJSC-13~.!.rts DMAFB _

20020_ )68___l_2IB N8!lPA P3n~eMcan 22,11.5~__ _ __bI_§Le3singCo ~ _ForKC·135partsDMMJL_

20021 759 321B N8B2PA Pan Arnarican 10.12,68 CC·CEI LAN Chile W/O 23.6.90 CAM B"nitetAirport

Sanliago'-- __

r-a

ei"los del Peru

c

N811PA

-- ---- --------

200lL 7Z1 __ 3216_ 20023 m 3216

~~24 776 321 B

20025 7S0 3218

Stored

For 1(C·135 pans DMAFB

Transbrazil

NS83PA __ Pan Am"ric~,68 N730Q. CC·CYB YR·JCB. JY··JAA J~v",tn~ __ ~C

N884PA Pan American 11.12.~8__ Avi.tionTradBrs

N885PA Pan American 18.12.68 _____I&I£~l!!!i:_f_o~r<-------,,,,:

N886PA Pan American 06,01.59 N728(}, N707KS. D2-MAN British Columb~a Mn mt

201125 781 321 S

___ N~8~8~7P~A~ __ ~P~a~n"'-Am~a~n"'·c~an~~1~0.~01~,6~9 __ ~N~I~OO~G~l ~G~la.b8~Il~m~A~L ~S~w~r~ed'---- __ _____'_F~or~K~C~·1=35~p~a~rts~O~M~A~FS

___ "'N""890=PL ____f!"_ A~m",e"-,ri"--,ca",n_-,,-24,,,.0,--,-1.,,,,65,------,,9Y,,-· TEX. N2213E Dme""s"'A""ir'-- -"'S=.;cr:._. _ ~C'135 parts DMAFB_

9Y-TEZ, N3127K. VR·CBN. N320MJ Omega Air WIO 20.9.90 Marana, AZ

N88IPA

Pan American 31.01,69

BOEING 707/720

1sf Reg.::_n_-,f_::o.:_r _ Del dale Other Registr81ions Last user

NB92PA Pan American oem_.M_ Nn9U, EL-AKS, N7C7AR ~Ofl1_~a_Air __

20030 791 321 B N893PA Pan Amari=cca"'n_-=c06=c.Oo=2"'.69=----___________ CAAC

20031 7~~ 321 8 _N~911'A'---- __ P'_'a"'n-"A""m""~r"'ic"'~::_n __:Oo_:4"".03",.6",,9,-----,N.7310 J.elrsn

20032 793 32 I :s NaS5 PA POl n Am eric a n 14.03.09 N§9~SY J etran __

2.",0.",033",' __ 7",9::.7 __:3",2,,-1 S"----- ------'-'N""B9"'6_:_:PA_:__----'--'Pa,_,_n:_:_. A",III","_:_::ric""an 23,00:69 HC-SHY AECA AL

20034 798 321 B __ N_B~7PA Pan Ameli~an 14.03Ji9 N132Q JARO lease~

~~5 __ 770 3-S4B SX-OBE Olympic AW 23.05.59 N5504K, EL-AKB Guy~na AW leased

200;36 778 3848 SX-O.BF .QIympic AW 31.03.69 N7158T Omega Air

20Q43 786 39SC N 1786B B 0 e j ng, 10 19, 12.68 CF· ZYP, OE -IDA, 85-6973 U SAf-J ni nt Sta rs Wardair

TWA

Fate

C Stoled S~r. Scr, Stored §l~red Stored Stored C

Location _ Tank~rltrans~rt

Tianjin. Chin. ground trainer 2,88 Philadelphia

82

San Antonio lliJito

Can. No.LJn 20029 790

Buill. as Cvt to

321B TfT

to be ~(;rapped

For KC-13S parts ~MAFB

Monla n a FI u 11 S_f r. 5,§§_

TWA Stored For KC·135 parts OMAF8

TWA__ S~e_d For ~C: 135. p~"~ OMArB

TWA ~t~rB~ For KC·135 pa~ OMAFB

Spanish Air Force C 4"'51'---'E""s""c, _

lWA ]!_o£~d For KC-13SJlarlS ~MAFB

Ca'efree/Wo,ldwo Stored For KC-1SS partS DMAl'fl

________ -'-YW-'--'-'---'A ------"VVj_D 8.9.74 Aegean SM by bomb

Col refree/Wo!l~d S c r. Fa r KC-13S pa rlS_ 0 MAFB

TWA Stared Far KC:J&parts DMAfB

~.floJlJlBr Air jp. For KC-135 p~ns DMAfB

TW~ Sla red For KC-135pa rts 0 M A FB

TWA WID 14.9,72 San Fran,i~ca

20056 20057 20eSS 20059

771 1318

777 131B

765 3316

712 33IB

N8611!1 N8674 I N8729 N8710 NB73] Na732 N8733 N8734 NS73S N8'736

_lJ8737 N8nB

23.01.69

TWA TWA TWA TWA TWA

_TWA TWA TWA TWA

2306.69 08.01.69 2~.6~ 12.12.68 15.01.~9_ Ol.D3.59 07.03.69 Ob~,~t 07.04.69

773 331 B

184 331B

ISS 331B

)89 3318

799 331B

802 331B

810 ~}IB_

812 _____m_g_ 81~ 331C

N70aA. N275B. T.17-1

20060 2Ut)_61 20U62 201Ji)3 201lS4 20065 20~6 2006-7 20068

TWA TWA

01.05,"'6""9 _

07.05,69

12.06,69

17.06,69

TWA TWA

N15712

N345FA, CC -CUE, N234FA, TC-G HA, PP-AJP, P4- YVY, 9G-FIA

20U7" nl me N73BAL Ai rlift.1nl 02_J17.'S_~ LV:1GQ.J~WArg.AA,_n:3liV-LGQ

200)7 72B mc N739A~ Airliftfnl I~G.-"07-".S'_=_9 _ __'L'--'V--=-L"'G'__'P,_cTC=___·.~"'2 _

200B4 158 369C 9K·ACJ KuwaitAW 14,IJi):S8 N525SJ, N85.1J6, OB.-1699, PT-MTR

~g_8S l_~~=-C --"9'-'-K--'--'A-=cGK"---_---'--'Ku"-'w-'-'e-=tt-'-'A"-'W'--- _ _,_11-=.O"-7."'6a=---------'-N"'14-'-'1~Sp, N72Di'W, _!!528_§_J, 5N- TNg_

?OO"'B6'-------'--'7S'--'.4_--"36""S_o:_C -'9"-'K-_cA""C"-L __ _::K",-uw,-"",,,ilc:_A:_:.W:___ O~ 11.68 $l-AIX

",20",08",1 _ __,7-=-24,--- 3nC NS415 Ameri,an Al 14,11.68 SU-FAC

~~_ 72J 313C N841G Ame_!.i~n AL L5J 1.68 PHCN, PP-BRA

20089 741 313C N8417 American AL 05,01.68 G-Al'ZZ. NIH 17

815 331C

N15J13

Firsllnternational AW C

20069

LA 0 E Sw.",s 0'----_------"'6 u~~os Air'1!'

Arg"ntine Air farce If!IO 2310.96 Buenos Aires

Skymasler Al C

Air A~antic £!!g~rad

Sudan AW SCI.

M i slBi I Dve rsea s Store d

BETA Carg~ C

Aa d Apple Alii. non Sto re d

Services

Miami

Ciljla

For KG-135 parts OMAFB

§_ AI 17_07.6a TF-AYF Jet Av Comp a AC Stored

South African 30.08.68 VP-WGA, 4X-BVo. 4X-JVO, 242 I~r~el AF __ C_

lliI! __",ZZ"".O"'1."'69'--------"-9U"----"CV_:_:,G______ Con!"!!l.1l,.I, SCI.

20123 788 330C -"O'---'-A"'B'--'Uc=_J __ -=cLu""fth"'· a",n",s=-.a __ -'-17"".0'--'4."'69=---_ A6-0PAL P4-AKW, ST-AKW AUA Transgort C

~~1_2_!________!Q~~ __ 1!17!!L...Q:_@1,J_Q_ ._h"_~hang__ 15.05..&9 N7U7HE Om!l)a Air f-

TAP 21.02..69 Dl-TDP TAAG IIngolo ~red

American AL 08.05,69 N708P£. QD-AHF, 5Y-GFH'-'-- _,_A",_ir-=6_=cul"'f f,_,a'--'lc-=c0n"------_---"C _

American AL 28_.04.6t N910PC '--'po",_n"'s--"ol'---'C"'a::_II __ __:S"'cc_f., ,9.@V!'_a_co,TX

Amelican AL 09.04&9 N151 GL, N711 PC, CS-BIN Bin Mahloo, Avtn C

_~m~rican A""L _ __'1"'6."'-04"'.6"'9_____ Glo1!~lnl ieased WID

Seagreen AT Stoled

Aviation Ccnsuuants Oerelict

For KC-135 pa~ OMAf8

2.0097 201la 20122

m, 353B

800 344C

807 3SSe

'Ianksr 4X-AIT ZS-SAG ~X·ATX

120 Sqn KiDsh~

With JT@g-21~~ Luanda

Cg-TSE N8431 N8432 N8m ,N8434

___ ---'-'N8"-'4J"'5=----_----'A-"m"'"'-"ri"'ca'-'-n'-'-A-=-L _ __'3'--"O'"-.0~6L Nl~~, 4X-AT--=G _

NS436 Am e ric a n .A L 09.0,,69 N7 D9 PC

N84-17 N8~38

10136 ~ 382B

.1.0\70 795 3138

2m71 795 3138

20172 81M 323 B

20173 805 323 B

20174 808 :g3 B

20175 811 323B

2017~ 817 3238

20m 81 B 3238

4. !1..a1Jl!!sJ.li.~ El Paso Shannon

N712PC, C~~M

N706 PC, EL - AKC, C5- G OA,H R -A MW, EL-I\K-f.1'!_"I0§!'.~

~ric!~L 31.07.~ N4~P? __ • ____,A""o,__,_ri"'d",,_W'--'."'es,__,_I'--'AL=----_-'S"'c"'r. ----'94-'---'--CM""ia""mc__i_

American AL _1,__,9"',0"'8.6""S'-------"-S7,__-,,,,_LA""S"--'. 5",Y__,-S::_ff,_,_. '--'.N7,--,1-",58Z",. '---___ D~a, Air Stored For KC-135 parts OMAFB

Sab~na C"'909.6"-'9'--' _ _,__PH'-'.-_cTV-,--,K.l' =-L.X_,__-N""Z""U-,-,lS",S_ NATO Stared Na~les for scrap~il}S_

Sa ben a n. D7 .69 N3~S_._ LX -N2U199 NATO C

$abena IJ .OS.69 90 -CBS, 9 () -CB W se ib e Airlift §_t~ ~d §_l1_uth_en Ii.

Mf.A 22.07.69 M E.A Wf!I 12.6.82 Beirut by milit~ ry actio n

MEA 03.12.,69 MEA WID 28.12,68 Beirut by military action

"SfJuth African AW 18,1 U8 _ 4X-BYS., 4X-JYSf2=-4""o ---"lsoo_ro"'e=li Air Fore_" _--'S""to'-'-"''''dc____-----''-'Te'''l A""viv

MEA __ 18.116<1 Air Gulf Falcon C

___MEA 28.08,69 SU·:s M V LUXD r Ai r '!i.!O

~et Car!!!! Stored

China AL WID

PIA WID

American~ American At

23.05,69 13,05.69

~AJ!S~!:,!ie'1!' Om~ga. Air

~

Stored

Moiave

2fl178 820 323 B

20179 821 323 B

2Jl198 813 32SC

2.0199 __j16 32S~

20200 8~29~

1QR4 m 3jl_iC

20225 757 3 B 4C

20230 _S 19 344e

.0259 812 3 B4C

20260 823 3B4 C

20261 m 30iC

20262 830 3~9C

20275 844 340 C

N843S N8440 OD-S~M aO-SJN

oa-SJD

DD-AFfl DO-AFC Pha lc o.!1 ZS -SA H DD-AFO OO-AFE

____ ~.B~·1~8~~ ~C~h~in~a_:_:A~L ~O~1.1~O"",69~~N~1IDJ~~L~GS

B-1825 Chln~ AL 281069 G-AZPW, AP-AWZ

AP-AWB PIA a7.1l.8~ LX-LGS. JY-AFO, ZS-LSF, EL-TBA, AF-1i21

N I 05BV 85-6974 EP-IRL

13.3.01 Monrovia, Li b a ria Dub~

27.2.80 Mani I a

26.11,79 near Jeddah

S!!!!_th Africa~ AF Scr.

Iran Air C

South Afr'i~an AW1S,12.S9

J!!!Air 31.12:69

Iran Air 17,03.70

60 Sqn, rll2_orted for S_aI_8 __

c

SI![, __ C

C Stored

F~,r.part~8 __ BoGrul1.E.!L ~olambian AF seized Tusccn

98

PRODUCTION

Con. No. LJn Built as Cvt to 1st Regn For Del date Other Registrations Last user Fate Location
20316 825 CC·137 E·8C 13702 Canadian 28.02.70 NI7S5B. HR·AMF, 96-0043 USAF C USAF Joint-STARS
Air Force
2[1317 82E CC-137 E·8C 13703 Canadian 04.03.70 97-0200 USAF C USAF Joint-STARS
Air Force
20318 829 CC-137 E-8C 13704 Canada 10.03.70 97-0201 USAF C USAF Joint-STARS
Air Force
20319 833 CC-137 E·8C 13705 Canada 11.05.70 96-0042 USAF C Under conversion, Melbourne FL
Air Force
20340 842 359B - HK-1410 Avianca 14.04.70 N.UnS5 Enter~rise Air Set. 7,94 Bogota
20341 834 366C - SU·APD United Arab AL 16.01.70 - ~tair C -
20342 837 366e - N4094B United Arab AL 24,03.70 SU-APE Eg'l'~tair WiO 17.10.82 Geneva
20374 838 336C - G·AXGW BOAC 06,03.70 7D-ACO Yemenia Scr. 5,96 Aden
20375 841 33SC - G-AXGX BOAC 25,03.70 A7-Me VR-BZA - C LJSAF Joint-Stars
20395 84S l30e - O-ABUY llJlthansa 16.10.70 - Lufthansa WIO 2.6.7.79 Brazil
20428 845 331C KC-707 N1793T TWA 23.07,]0 4X·BYV,4X-JYYI250 ... Israeli Air Force C 120 sgn
20429 846 331C KC·707 N794TW TWA 25.08.70 . 4X· BY B, 4X·J VU/24S Israeli Air Force C 120 sgn
20439 - ·320B - - Cancelled - - - - -
204~5 851 336B - G·AXXV BOAC 18.02.71 4X-BMC, N343A, PT·TCQ Iransbrazll Stored DMAFB for KC·13S ~arts
2[1457 853 336B - G-AXXZ BOAC 17.04.71 9G-ADB, TV-BBM, TV·BBA Ub~a n Ara b Airlines WIO 13.6.115 Sebha, Ub~a
2[1474 843 3F9C - SN·ABJ NigenaAW 1105.71 - -' Eguador Leasing Scr. 98 Shannon
2[141)·79 - ·303C - - Caribair Cancelled - - - -
20487 847 340C - AP-AVl PIA 15.10.70 - - WID 15.12.71 Urumchi China
10488 849 340C 34OC(0) AP-AWA PIA 23,12.70 AP·AXG G·AZRO PIA Stored Karachi
20494 850 3D3C - JY·AIlD Alia Jordanian OB.04.72 JY·ADO Alia Jordanian WiO 22.1.73 Kana, Nigeria
20495 852 3D3C - JY·ADP Alia Jordanian 31.10.73 71-1841. 95·0122 USAF"Joinl Suus C -
20514 857 3F5C TII CS·DGI Portugal Govt 23,09.71 BOO1 [PorLAFI, CS·TBT, MM62150 114-03) Italian AF C 8' Gru~~o
20515 B59 3F5C TfT CS·DGJ Portugal GavL 14.12)1 B002lpo.rL AFI, CS· TBU, MM62151 114·04) ltalian AF C 8' Grunno
20516 - 3F5C - - Portu g_ru_ G OvL Cancelled - - - -
20517 854 336C - G-AYLT BOAC 26.05.71 sa-eLY, SU-IlAIl, VR·'HHK,9G·TWO, Air Gulf Falcon Stored Sherjah
5Y·SIM 30-SG6 5Y·GPG
ZOSlS 856 EC·1370 E-3A 71·1401 Boeing 18,0.2.72 - AWACSlesl REBUILT rebuilt as 898
20.518 898 E-3A E·3C 71·1407 USAF 23.10..78 - LJSAF C 3rdWg
20519 858 Ee-1370 E-3A 71-1408 Boeing 231.12 - AWACS test REBUILT rebuilt as 920
2!t519 920 E-3A E-3C 71-140.8 USAF IS.IV8 - USAF C 552ACW
2!t5U 855 3B5C - Hl740G KoreanAL 06.08.71 - - WIO 29.11.87 b~ bomb
20546 860 sese - 9K-ACM KuwaitAW 15.01.72 N523SJ,5)(-JON Air Afrigue leased WIO 30,6.96 Bamako, Mali
20547 861 369C - 9K·ACN KuwaitAW 25JJ2.72 70·ACS. EL·ALG. EL'ACP CC-1 Pacific Ai Chile C -
20029 B53 3H7C - TJ-CAA Cameroon Al 20.11.72 4X·BVR 4X·JVB/255 Israsli AirForce C -
20030 862 VC·137B - n·71lOO USAF 09.08.72 N84S9 USAF SUlred For museum, Santa Barbara, CA
20669 864 3F9C - !iN'ABK NigeriaAW 16,0.1.73 - - WID 19.12.94 Hadejia Town, Ni 9 e ria
20.714 SBS 3JoB - B·2402 CAAC 23.08.73 China S c ulhwast WiD 2.10.90 Ca nton b'l'cra shing 737
- -
20715 810 3J5B VIP B·2404 CAAC 17.09,73 DHPR - C -
20716 880 3J6B - B-2406 CAAC 15.04.74 4X - B YN, 4X- J YN/260 Israeli A.ir Force C -
20717 882 3J6B - B·2408 CAAC 10.05.74 NmUS llilim S!lies C -
20718 872 3JaC - 6-2410 CMC 12.11.73 B-513L AI)'ZYD Air Gulf Falcon C -
20719 873 3JOC E·8 B·2412 CMC 22,11.73 N719US USAF Stored Burbank for E-8 conversion
20720 874 3J6C - B-2414 CAAC 13,12.73 JY-AJN ROj!al Jordanian C -
20721 875 3J6C - B-2416 CAAC 14.01.74 4X·JYH1264 IsraeliAF C -
20.722 877 3J6C - 8·2418 CMC 26,02.74 B-606L, 5)(. TRA Triangle AL C -
20723 879 3J6C - B-2420 CAAC 19,.03:74 JY-AJO Ro~a I J ordanien C -
20741 866 38SC - N1785B Boeing. for 01.05}3 EP-IRN Iran Air C -
Iran Air
20760 865 30SC - SU-AVX Emrair 30.03.73 - .E9~etair WIO U.8.96 Istanbul
20761 867 sese - SU-AVV EgVPlair 2.9.05.73 9U-CKK,9U-CKB C0'190 AL C -
20762 868 3aSC - SU-AVl EgV~18jr 19_06.73 - Air Mem~his c -
20763 871 36SC - SU-AXA Egy~tair 20.09.73 - E![t2lSir WIO 25.12.76 Bangkok
20803 878 3KIC - YR·ABA Tarom 21.02.74 - - C -
20804 883 3KIC - YR-ABB Tarem 0.3,06.74 - Romav,s C -
208()S 884 3KIC - YR·ABC Tarom 03.06.74 Tarom C -
20830 876 3J9C - NmOB Boeing lor 29.05.74 5-241,5-8301 Iran Air Force C IllS
IranAF
20831 881 3J9C - 5-242 Iran Air Force \0,05.74 5-8302 Iran Air Force C 13TS
20a32 88E 3J9C - 5-243 Iran Air Force 26.07.74 5·B303 Iran Air Force C 13TS
2Oa33 a90 3J9C - 5-244 Iran Air Force 30.09.74 5-8304 Iran Air Force C I3TS
2OB34 894 3J9C - 5-245 Iran Air force 17.11.74 5-B305 EP-N HW I ran Air Fo rce C lJTS
20835 895 3JSC - 5·246 Iran Air Force 11>'12.74 5·8306. E p. S H P Saha AL C -
20889 889 370C - VI-AGE IragiAW 27.08.74 - - C -
20890 891 370C - VI-AGF IragiAW 13.09.74 JY·CAC, 4VB· CAC. 1002 IranAF C 13TS
20891 892 370C - VI·AGG IraglAW 07.W.74 - - Stored Amman. Jordan
20897 885 3J8C - ST·AFA SudanAW 17.05.74 SudanAW C -
20898 887 3J8C - ST·MB SudanAW 10.01J4 SudanAW C - 99